long-term evolution and coupling of the boundary layers in...

Woods Hole Oceanographic Institution WHOI-01-04Technical ReportJune 2001

Long-Term Evolution and Coupling of the Boundary Layers in theStratus Deck Regions of the Eastern Pacific

(STRATUS)

Mooring Deployment Cruise ReportR/V Melville Cruise Number Cook 2

2 October - 14 October 2000

by

Lisanne E. LucasBryan S. Way

Robert A. WellerPaul R. Bouchard

William M. OstromAlbert S. FischerCarlos F. Moffat

Wolfgang SchneiderMelanie R. Fewings

UP

PE

R

OC E A N P R O C

ES

SE

SG

RO

U

P•WHOI

Upper Ocean Processes GroupWoods Hole Oceanographic Institution

Woods Hole, Massachusetts 02543

UOP Technical Report 01-01

ii

Abstract

A surface mooring was deployed in the eastern tropical Pacific west of northern Chilefrom the R/V Melville as part of the Eastern Pacific Investigation of Climate (EPIC). EPIC is aCLIVAR study with the goal of investigating links between sea surface temperature variability inthe eastern tropical Pacific and climate over the American continents. Important to that goal isan understanding of the role of clouds in the eastern Pacific in modulating atmosphere-oceancoupling. The mooring was deployed near 20°S 85°W, at a location near the western edge ofthe stratocumulus cloud deck found west of Peru and Chile. This deployment started a three-year occupation of that site by a WHOI surface mooring in order to collect accurate time seriesof surface forcing and upper ocean variability.

The surface mooring was deployed by the Upper Ocean Processes Group of the WoodsHole Oceanographic Institution (WHOI). In collaboration with investigators from the Universityof Concepcion, Concepcion, Chile, an XBT section was also made on the way out to the mooringsite from Arica, Chile, and an XBT and CTD section was made on the way into Arica.

The buoy was equipped with meteorological instrumentation, including two ImprovedMETeorological (IMET) systems. The mooring also carried Vector Measuring Current Meters,single-point temperature recorders, and conductivity and temperature recorders located in theupper meters of the mooring line. In addition to the instrumentation noted above, a variety ofother instruments, including an acoustic current meter, an acoustic doppler current profiler, a bio-optical instrument package, and an acoustic rain gauge, were deployed.

This report describes, in a general manner, the work that took place and the data collectedduring the Cook 2 cruise aboard the R/V Melville. The surface mooring deployed during thiscruise will be recovered and re-deployed after approximately 12 months and again after 24months, with a final recovery planned for 36 months after the first setting. Details of themooring design and preliminary data from the XBT and CTD sections are included.

iii

Table of Contents:

ABSTRACT ......................................................................................................................................................................... ii

TABLE OF CONTENTS .................................................................................................................................................. iii

LIST OF FIGURES ............................................................................................................................................................ v

LIST OF TABLES ............................................................................................................................................................ vii

SECTION 1: INTRODUCTION...................................................................................................................................... 1

SECTION 2: THE WHOI SURFACE MOORING AND SHIPBOARD SAMPLING............................................ 3

A. THE SURFACE MOORING ........................................................................................................................................ 31. Meteorological Instrumentation ....................................................................................................................... 5

a. Improved METeorological System .........................................................................................................................11b. Stand-alone Relative Humidity/Temperature Instrument ......................................................................................11c. Onset StowAway TidbiT Temperature Loggers.....................................................................................................11

2. Sub-surface Instrumentation........................................................................................................................... 12a. Floating SST Sensor.................................................................................................................................................12b. Sub-surface Argos Transmitter................................................................................................................................12c. SEACAT Conductivity and Temperature Recorders .............................................................................................12d. MicroCAT Conductivity and Temperature Recorder.............................................................................................12e. Brancker Temperature Recorders............................................................................................................................13f. SBE-39 Temperature Recorder ...............................................................................................................................13g. Onset StowAway TidbiT Temperature Loggers.....................................................................................................13h. Vector Measuring Current Meters...........................................................................................................................13i. Falmouth Scientific Instruments Current Meter .....................................................................................................14j. RDI Acoustic Doppler Current Profiler ..................................................................................................................14k. Chlorophyll Absorption Meter ................................................................................................................................14l. Acoustic Rain Gauge ...............................................................................................................................................14m. Acoustic Release ......................................................................................................................................................15

B. SHIPBOARD AIR-SEA FLUX SYSTEM ......................................................................................................................... 19C. ANCILLARY SHIPBOARD METEOROLOGICAL AND OCEANOGRAPHIC INSTRUMENTATION..................................... 19

1. Meteorological Instrumentation Provided by Woods Hole Oceanographic ............................................... 19a. ASIMET Relative Humidity/ Air Temperature Specifications..............................................................................20b. ASIMET Short-wave Radiation Specifications......................................................................................................20c. ASIMET Long-wave Radiation Specifications ......................................................................................................21

2. Independent Meteorological Data Recording System (Shipboard) .............................................................. 223. FSI-OCM & FSI-OTM (Shipboard - Thermo-salinograph).......................................................................... 224. Acoustic Doppler Current Profiler (Shipboard)............................................................................................ 225. Sea Beam 2000 (Shipboard) ........................................................................................................................... 236. Knudsen 320 B/R (Shipboard) ........................................................................................................................ 237. Shipboard Navigation Systems ....................................................................................................................... 238. Gravimeter....................................................................................................................................................... 23

SECTION 3: SAMPLING DURING TRANSITS AND BUOY/SHIP COMPARISON ........................................ 24

A. OUTBOUND ................................................................................................................................................................ 241. Underway Watch............................................................................................................................................. 242. XBT section...................................................................................................................................................... 253. Intercomparison of ship's sensors with handheld sensors............................................................................. 284. Intercomparison of Buoy and Ship IMET sensors after deployment ............................................................ 33

B. INBOUND................................................................................................................................................................. 341. XBT/CTD section............................................................................................................................................. 34

SECTION 4: CRUISE CHRONOLOGY...................................................................................................................... 41

ACKNOWLEDGMENTS................................................................................................................................................ 47

REFERENCES.................................................................................................................................................................. 47

APPENDIX 1: CRUISE PARTICIPANTS................................................................................................................... 48

iv

APPENDIX 2: XBT TEMPERATURE PROFILES................................................................................................... 49

APPENDIX 3: WHOI INSTRUMENTATION DEPLOYED DURING STRATUS 1 ........................................... 58

A. INSTRUMENT INFORMATION (SERIAL NUMBERS, DEPLOY TIME, SAMPLING RATES)................................ 58B. MOORING LOG................................................................................................................................................... 60C. INSTRUCTIONS FOR LOADING THE RDI WORKHORSE ADCP IN TO CAGE .................................... 68

APPENDIX 5: STRATUS MOORING DEPLOYMENT PROCEDURES ............................................................. 69

APPENDIX 6: STRATUS ANTIFOULING COATING TEST ................................................................................. 80

APPENDIX 7: SHIPBOARD AIR-SEA FLUX SYSTEM PROCEDURE DETAILS............................................. 84

APPENDIX 8: DATA COLLECTED DURING THE COOK 02 CRUISE ON THE R/V MELVILLE .............. 86

SEABEAM, GRAVITY, AND NAVIGATION SHIPBOARD DATA ........................................................................................ 86SHIPBOARD ADCP, ZONAL AND MERIDIONAL CURRENTS. .......................................................................................... 89SHIPBOARD IMET AND THERMO-SALINOGRAPH SENSORS........................................................................................... 90ASIMET LONGWAVE RADIATION, RELATIVE HUMIDITY, AIR TEMPERATURE, AND INCOMING SHORTWAVE

RADIATION...................................................................................................................................................................... 93

v

List of Figures

Figure 1: STRATUS mooring cruise schedule............................................................................1Figure 2: Cruise track and mooring locations. ............................................................................2Figure 3: STRATUS 1 mooring diagram....................................................................................4Figure 4: STRATUS 1 Buoy IMET Towertop............................................................................5Figure 5: Buoy spin orientation for pre-deployment test at WHOI..............................................8Figure 6: Pre-deployment Buoy Spin at WHOI. .........................................................................9Figure 7: Buoy orientation for the spin done in Arica, Chile..................................................... 10Figure 8: Spin data plot for Arica, Chile................................................................................... 10Figure 9: Location of the ASIMET Modules ............................................................................ 20Figure 10: Visual observations of cloud type and cover made by the outbound underway watch.

......................................................................................................................................... 25Figure 11: Location of XBT casts with good data in the outbound direction............................. 26Figure 12: Sea surface temperatures from XBT casts (0.67 m) and bucket casts. ....................... 27Figure 13: Contour plot of temperature from the good XBT stations in the outbound direction.

Dots on the top x-axis mark the location of the included XBT casts. The top bound intemperature (above 22°C) is set by spikes in the near-surface temperature data visible nearthe coast. ........................................................................................................................... 28

Figure 14: Overplots of Ship IMET, Buoy IMET, handheld, and written ship logs of airtemperature, barometric pressure, and relative humidity. ................................................... 30

Figure 15: Overplots of Ship IMET, Buoy IMET, handheld, and written ship logs of sea surfacetemperature and salinity from the ship's thermosalinograph. The last plot is of the flow pastthe thermosalinograph, verifying that the pump was on while on station............................ 31

Figure 16: Overplots of Ship IMET, Buoy IMET, handheld, and written ship logs longwave andshortwave radiation, and precipitation. .............................................................................. 32

Figure 17: Alongtrack wind vectors calculated from the ship's IMET and GPS sensors, averagedevery 30 minutes. .............................................................................................................. 33

Figure 18: Comparison of ship IMET wind speed and buoy IMET wind speeds while on stationafter the buoy deployment. The time axis extends from the time of deployment to the timethe ship left its monitoring station, 0.25 miles downwind of the buoy. Ship IMET windspeed is uncorrected, but the ship was holding station during this time. ............................. 34

Figure 19: CTD stations one, two, three and four. .................................................................... 36Figure 20: CTD stations five, six, seven and eight.................................................................... 37Figure 21: CTD stations nine, ten, eleven and twelve. .............................................................. 38Figure 22: CTD station thirteen................................................................................................. 39Figure 23: Inbound CTD transect profile................................................................................... 39Figure 24: Course track for carrying out the bottom survey using the SeaBeam on October 5-6,

2000.................................................................................................................................. 42Figure 25: Contour plot of the bottom topography mapped during the survey........................... 43Figure 26: Target track path (black line) and ship's track (green) recorded by GPS during the

mooring deployment, the acoustic survey of the anchor position, and the subsequentoccupation of a position 1/4 mile downwind of the surface buoy. ...................................... 45

Figure 27: Figure showing the intersection of three horizontal range arcs based on slant rangesobtained at three survey points. The small blue circle is the position at which the anchor

vi

was deployed and the X marks a best estimate of the position on the bottom of the anchor.......................................................................................................................................... 45

Figure 28: Profile plots of the XBT station data by station number, separated by 10°C. ........... 52Figure 29: Profile plots of the XBT station data, separated by 10°C. ........................................ 53Figure 30: Profile plots of the XBT station data, separated by 10°C. ........................................ 54Figure 31: Profile plots of the XBT station data, separated by 10°C. ........................................ 55Figure 32: Profile plots of the XBT station data, separated by 10°C. ........................................ 56Figure 33: Profile plots of the XBT station data, separated by 10°C. ......................................... 57Figure 36: Diagram describing insertion of RDI ADCP into cage. ........................................... 68Figure 37: Basic deck equipment and deck layout .................................................................... 70Figure 38: Three slip lines rigged on the discus to maintain constant swing control during the lift.

......................................................................................................................................... 73Figure 39: H-Bit winding for releasing the final 2000 m of line. .............................................. 75Figure 40: Details how this line was reeved around the H-bit .................................................... 76Figure 41: Position of the line handler and assistant. ................................................................ 76Figure 42: Eighty-one glass balls in hard hats stowed on deck for deployment. ......................... 77Figure 43: Diagram of the Discus Buoy and Painting Scheme.................................................. 83Figure 44: Track plot of the STRATUS 1 cruise. Positions are marked for noon local time. ..... 86Figure 45: Ship Course, Speed, and Distance Traveled (by Date).............................................. 87Figure 46: SeaBeam Water Depth, Gravity, and Gravity Anomaly (by Date) ............................ 88Figure 47: Zonal and Meridional Currents for the Shipboard ADCP. ....................................... 89Figure 48: Air Temperature, Barometric Pressure, SST, and Relative Humidity from Shipboard

IMET sensors.................................................................................................................... 90Figure 49: Longwave and Shortwave radiation, Wind speed and direction. ............................... 91Figure 50: Precipitation, Sigma t, Sound velocity, and Sea surface conductivity. ..................... 92Figure 51: Dew Point, Sea Surface Salinity, and Flow through the Thermo-Sal......................... 92Figure 52: ASIMET Longwave Radiation (shown with Thermopile voltage). ........................... 93Figure 53: ASIMET Relative Humidity and Shortwave Radiation............................................. 94

vii

List of Tables

Table 1: STRATUS mooring deployment information ...............................................................2Table 2: Meteorological sensor serial numbers STRATUS WHOI discus buoy. .........................6Table 3: Pre-Deployment Buoy Spin done at WHOI. IMET 1, 2 and 3 compass/vane listings. ...7Table 4: Buoy Spin done on the dock in Arica, Chile. IMET 1 and 2 compass/vane listings. .....9Table 5: IMET sensor specifications ........................................................................................ 16Table 6: STRATUS buoy tower sensor information. ................................................................ 17Table 7: STRATUS subsurface sensor information. ................................................................. 18Table 8: Instrumentation mounted on 03 level on R/V Melville ................................................ 21Table 9: CTD locations and times. ........................................................................................... 40Table 10: Sampling at each location......................................................................................... 40Table 11: Outbound XBT station locations, filenames, and comments. .................................... 49Table 12: Locations of CTD casts ............................................................................................. 51Table 13: Instrumentation Mounted On 3 Meter Discus Buoy Tower And Bridle..................... 58Table 14: Instrumentation mounted on the mooring line of the 3 meter discus buoy................. 59Table 15: Weights per unit area and estimated film thickness of antifouling paints applied to the

STRATUS discus buoy. .................................................................................................... 81Table 16: Information regarding the antifoulants applied to instrumentation. ............................ 82

1

Section 1: Introduction

The second leg of the R/V Melville's fall 2000 expedition, Cook 2, departed Arica, Chile,on October 2, 2000, at 1800 hours local time (2200 UTC, October 2, 2000) with a science party(Appendix 1) from Woods Hole Oceanographic Institution (WHOI), Servicio Hidrográfico yOceanográfico de la Armada de Chile (SHOA), the Universidad de Concepción (UdeC), and theUniversidad Católica de Valparaíso (UCV). The goals of the cruise were to deploy a surfacemooring under the stratocumulus cloud deck west of Chile (starting a 3-year occupation of thatsite, Figure 1), to observe the air-sea fluxes during the transit between Arica and the mooringsite, to make an XBT section during the transit out of Arica, and to make an XBT and CTDsection with water sampling and analyses during the transit back into Arica. The mooringdeployment was part of CLIVAR studies of the eastern Pacific examining the long-termtemporal evolution of the upper ocean and of the cloud deck and the coupling between the oceanand atmosphere in this region. The objectives of the XBT and CTD sections were to analyze thewater masses of the Chilean Basin and to study the vertical and cross-shore extent of the oxygenminimum zone. In addition, the nutrient status of the Basin would be determined and themicroplankton biomass examined throughout the water column. SHOA personnel wereparticipating as national observers from Chile.

The cruise track (Figure 2) started to the southwest, running roughly perpendicular to thecoast until the 20°S latitude line was intersected and then west to the mooring (Figure 2). XBTswere dropped every 30 minutes once outside the 12 mile limit of Chilean waters; the locationsand profiles on the outbound leg are summarized in Appendix 2. The CTD station and XBTprofile locations on the inbound leg are summarized in Table 11 and Table 12 and the profiles inAppendix 2 and Section 3B. Details of the mooring deployment are summarized Table 1.

Including this introduction, the report has four sections. The second section primarilydescribes the WHOI mooring and its instrumentation, the third section describes the transects,and the fourth section presents a chronology of the cruise.

October 2000 October 2001 October 2002 October 2003

Cook 2R/V Melville

deployment� turn-around turn-around recover

Figure 1: STRATUS mooring cruise schedule.

2

80¡ W

80¡ W

70¡ W

70¡ W

40¡ S 40¡ S

30¡ S 30¡ S

20¡ S 20¡ S

10¡ S 10¡ S

0¡ EQ 0¡ EQ

10¡ N 10¡ N

mooring :Arica

Lima

Santiago

Figure 2: Cruise track and mooring locations.

Table 1: STRATUS mooring deployment information

Mooring Deployment Date and Time Anchor Position

WHOI STRATUS 1Discus Buoy

(WHOI Moor.Reference No. 1052)

7 October 2000@20:43:00 UTC

20° 9.4174’S085° 9.0729’W

Water Depth: 4440 m

3

Section 2: The WHOI Surface Mooring and Shipboard Sampling

A. The Surface Mooring

One surface mooring was deployed during cruise Cook 2 of the R/V Melville. The threemeter discus buoy was equipped with meteorological instrumentation, including two ImprovedMETeorological (IMET) recorders, and a stand-alone humidity and temperature recorder. TheWHOI mooring also carried vector measuring current meters, temperature recorders, andconductivity and temperature recorders located in the upper 450 meters of the mooring line, aswell as an Acoustic Doppler current profiler, a Falmouth Scientific Instruments (FSI) currentmeter, a chlorophyll absorption meter, 4 Onset Tidbit temperature loggers, and an acoustic raingauge. Figure 3 schematically shows the mooring and the location of the sub-surfaceinstrumentation.

A total of 41 recording instruments with 72 sensors were deployed on the STRATUS 1surface mooring. There are two meteorological systems, one stand-alone relative humidity/airtemperature recorder (SAHTR), one floating sea surface temperature recorder, three currentmeters, sixteen temperature data loggers, ten conductivity/temperature-recording instruments,one chlorophyll absorption meter (CHLAM), one acoustic rain gauge, and one acoustic currentmeter.

All of the instrumentation used on the WHOI moorings had some type of pre-deploymenttime mark applied (Appendix 3, Table 13 and Table 14). The two Improved METeorological(IMET) recorders had their short-wave radiation sensors black bagged for two record cycles. TheVMCMs had their rotors spun. All of the temperature recorders were put in an ice bath for theirtime intervals. The time marks will be used to verify the accuracy of the instrument’s clock indata processing. Appendix 3 has a complete listing of all instrumentation deployed during Cook2. For each instrument, the listing shows the instrument type, sampling interval, instrumentserial number and the corresponding depth.

The surface mooring has seventeen meteorological sensors mounted on the top half of thebuoy tower (Figure 4) and are described in this section. Five near-surface oceanographic sensorsare attached to the bridle and buoy hull. In addition to the buoy-mounted instruments, theSTRATUS 1 mooring supports an additional 34 recording packages, some of which havemultiple sensors.

The STRATUS 1 mooring is shown schematically in Figure 3. This WHOI mooring isan inverse catenary design utilizing wire rope, chain, nylon and polypropylene line and a scopeof 1.25 (Scope = slack length/water depth). The surface buoy is a three-meter diameter discusbuoy with a two-part aluminum tower and rigid bridle.

The design of these surface moorings took into consideration the predicted currents,winds, and sea-state conditions expected during the deployment duration. Further, they wereconstructed using hardware and designs that had been proven in the recent PACS deployment.

4

Depth, Meters

SPECIAL WIRE/NYLONTERMINATION

SEACAT, BACKUP ARGOS TRANSMITTER,

WET WT. 8000 LBS (AIR WT. 9300 LBS)

BRIDLE WITH IMET TEMPERATURE SENSORS and TidBit temperature logger at 1Meter Depth,

81

ACOUSTIC RELEASE

ANCHOR (DEPTH - 4440M.)

10

20

25

100 M. 3/8" WIRE200 M. 7/8" NYLON ONE PIECE, WRAPPED TERMINATION

500 M. 7/8" NYLON

1400 M. 1 1/8" POLYPROONE PIECE, TO BE SPLICED AT SEA

81 17" BALLS ON 1/2" TRAWLER CHAIN

5 M. 1/2" TRAWLER CHAIN

5 M. 1/2" TRAWLER CHAIN20 M. 1" SAMSON NYSTRON

STRATUS MOORING


3/4" Cage VMCM

3/4" Cage VMCM

150 M. 7/8" NYLON (ADJUSTABLE, See Anchor Note Below) Adjusted from 300 m 10/6/2000

1.3 M. 3/4" PROOF COIL CHAIN

2.06 M. 3/4" PROOF COIL CHAIN 7

13

16

35



23.5


100 M. 1" NYLON

A

C

D

E

F

G

HHH

T-POD w/Load Bar

T-POD w/ Load Bar

55

77.5

85

92.5

100

115

6.2 M. 7/16" WIRE

6.2 M. 7/16" WIRE

3.710.48 M. 3/4" PROOF COIL CHAIN (7 Links)

TERMINATION CODES

1" ENDLINK, 7/8" CHAIN SHACKLEBRIDLE: U-JOINT, 1" CHAIN SHACKLEA

3/4" CHAIN SHACKLE, 7/8" ENDLINK,3/4" CHAIN SHACKLE

3/4" CHAIN SHACKLE,3/4" ANCHOR SHACKLE

C

3/4" ANCHOR SHACKLE, 7/8"ENDLINK,3/4" ANCHOR SHACKLE

D

E

1" ANCHOR SHACKLE, 7/8" ENDLINK,5/8" CHAIN SHACKLEF

5/8" CHAIN SHACKLE, 7/8" ENDLINK,5/8" CHAIN SHACKLE

G

5/8" CHAIN SHACKLE, 7/8" ENDLINK,7/8" ANCHOR SHACKLEH 100 M 3/8" WIRE

100 M 3/8" WIRE

500 M 3/8" WIRE

500 M. 7/8" NYLONHARDWARE REQUIRED(INCLUDES APPROX. 20% SPARES)

1" CHAIN SHACKLES 2

1" ANCHOR SHACKLES 2

1" WELDLESS END LINK 2

7/8" ANCHOR SHACKLES 4

7/8" CHAIN SHACKLES 2

7/8" WELDLESS LINKS 120


3/4" ANCHOR SHACKLES 11


MAXIMUM DIAMETER OF BUOYWATCH CIRCLE = 3.72 N. MILES

T-POD w/ Load Bar


47.5

70 T-POD w/ Load Bar

6.2 M. 7/16" WIRE

T-POD w/ Load Bar


T-POD w/ Load Bar

MicroCat40

30

62.56.2 M. 7/16" WIRE

6.2 M. 7/16" WIRE

First Deployment

0.96 M. 3/4" PROOF COIL CHAIN (14 Links)


* Note: No adjustment required if the water depth is within plus or minus 100 Meters.

*

SEACAT

SEACAT2.74 M. 3/4" PROOF COIL CHAIN

6.2 M. 7/16" WIRE

MicroCat

T-POD w/ Load Bar

T-POD w/ Load Bar

6.2 M. 7/16" WIRE

6.2 M. 7/16" WIRE

9.4 M. 7/16" WIRE

Chlam/With SBE-39

T-POD w/ Load Bar

ADCP

T-POD w/ Load BarT-POD w/ Load Bar

130

135

145

160

MicroCat190

T-POD w/ Load Bar220

T-POD w/ Load Bar250

14 M. 7/16" WIRE


8.5 M. 3/4" 7/16" WIRE

14 M. 7/16" WIRE

28.5 M. 7/16" WIRE

28.5 M. 7/16" WIRE

13 M. 7/16" WIRE

14 M. 7/16" WIRE

200 M 3/8" WIRE

500 M. 7/8" NYLON

G. Tupper/E.Greeley 30 Dec 99

SBE-39Sea Surf. Temp

Note: All instruments without cages

have protective trawler guards


FSI 3D-ACM235

Rev 1 - 31 Jan 00

500 M 3/8" WIRE

300 M 3/8" WIRE

EGG Model 322


B.A.C.S Acoustic Release withLoad Bar, for long-term test.Tygon-covered Safety Chain

possible failure causing mooring loss

Rev 2 - 23 Mar 00

(Upward Looking)

350 New Gen VMCM(3/4" cage)

Rev 3 - 11 Jul 00

No Foul & Clear

Coat TBT on cages

above 70 m.

Rev 5 - 18 Jul 00

Rev 4 - 11 Jul 00

3 meter Discus Buoy with following Equipment:- 2 IMET, both with Argos Telemetry- 1 Additional ASIMET HRH with Vaisala sensor- Floating Sea Surface Temperature Sensor- 1 TidBit temperature logger

Seacat and Tidbitat 1 Meter depth

NOTE: All Tpods, Microcats, Seacatsand SBE-39s are to be installed on the mooring with the sensors up. with Tidbit Temperature logger

with TidBit temperature logger

w/Load Bar

w/Load Bar

w/Load Bar

w/Load Bar

SEACAT w/Load Bar

w/Load Bar

349 SBE-39 Clamped on just above bottom termination of wire

SBE-39 Clamped on just above bottom termination of wire450

around it to prevent

Rev 6 - 8 Aug 00Revised at Sea - 6 Oct 00Final after deploy - 8 Oct 00

Rain Gauge(Transducer Up)

0.61 M. 3/4" PROOF COIL CHAIN(9 Links)

(Sensors Down)

MicroCat w/Load Bar

SEACAT w/Load Bar

MicroCat w/Load Bar

Figure 3: STRATUS 1 mooring diagram.

5

1. Meteorological Instrumentation

The discus buoy was outfitted with two separate and redundant meteorological packages.The meteorological data recording system, IMET, logged data from eight meteorological sensorsat one minute intervals; this data was averaged into one hour intervals and telemetered viaService Argos. A separate relative humidity and air temperature instrument made anindependent measurement and recorded the data internally. Figure 4 shows the mountinglocations and orientations of the instruments as they were deployed on the STRATUS 1 mooring.

Figure 4 shows a top view of the meteorological instrumentation mounted on the WHOIdiscus buoys; Table 2 gives the serial numbers of the sensors and modules of the meteorologicalinstruments. Two buoy spins of the STRATUS 1 buoy were performed. The first was done aspart of the pre-deployment procedure at WHOI and the second at the dock in Arica to confirmthat the compasses of each IMET were in proper working order. The data from the pre-deployment buoy spins are as follows: Table 3 IMET System 1, 2, and 3 compass/vane listings;Figure 5 buoy spin orientation; Figure 6 plots of buoy spin data. The Arica spin data is listed inTable 4, Figure 7 and Figure 8. The instrument systems deployed on the STRATUS 1 mooringare described in detail below.

Figure 4: STRATUS 1 Buoy IMET Towertop.

6

Table 2: Meteorological sensor serial numbers STRATUS WHOI discus buoy.

STRATUS-1

IMET 1 IMET 2WND 104 WND 105SWR 111 SWR 109LWR 101 LWR 106HRH 108 HRH 110BPR 107 BPR 106SST 003 SST 104TMP AT 102 TMP AT 104

PRC 102 PRC 101LOGGER 117 LOGGER 226PTT PTTARGOS I.D. #1 27916 ARGOS I.D. #1 27919ARGOS I.D. #2 27917 ARGOS I.D. #2 27920ARGOS I.D. #3 27918 ARGOS I.D. #3 27921

STAND-ALONEHRH 204

7

Table 3: Pre-Deployment Buoy Spin done at WHOI.IMET 1, 2 and 3 compass/vane listings.

STRATUS PRE-DEPLOYMENT BUOY SPIN TESTWHOI - 309 degrees 30-Jun-00

POSITION # DIRECTION VANE COMPASS

1 IMET - 1 309.6 242.9 671 IMET - 2 307.1 153.3 154

2 IMET - 1 308.3 182.1 126.32 IMET - 2 307.7 92.8 214.9

3 IMET - 1 307.8 123 184.73 IMET - 2 308 33 275

4 IMET - 1 307 61.9 245.14 IMET - 2 310.3 334 336.4

5 IMET - 1 308.5 1.4 307.45 IMET - 2 309.9 274.2 35.5

6 IMET - 1 308.6 301.6 7.16 IMET - 2 309.7 215.9 93.4

IMET 1 = DATA LOGGER S/N 117 IMET 1 = WND104IMET 2 = DATA LOGGER S/N 226 IMET 2 = WND105

STRATUS PRE-DEPLOYMENT BUOY SPIN TESTWHOI - 309 degrees 30-Jun-00

STRATUS (SPARE)


1 IMET - 3 306.8 156.1 150.7

2 IMET - 3 311.5 94.9 216.6

3 IMET - 3 312 35.9 276.3

4 IMET - 3 311 337.5 333.4

5 IMET - 3 307.1 227 30.1

6 IMET - 3 305.6 214.5 91.1

IMET 3 = DATA LOGGER S/N 295 IMET 3 = WND111

8

Figure 5: Buoy spin orientation for pre-deployment test at WHOI.

9

Stratus - Pre Buoy Spin - WHOI 30 June 00

302

304

306

308

310

312

314

1 2 3 4 5 6

Spin Position Number

Deg

rees

IMET 117(Sys1)

IMET 226(Sys2)

IMET 295(Sys3)

Figure 6: Pre-deployment Buoy Spin at WHOI.

Table 4: Buoy Spin done on the dock in Arica, Chile. IMET 1 and 2 compass/vane listings.

STRATUS PRE-DEPLOYMENT BUOY SPIN TESTARICA, CHILE - 90 DERGEES AT SMOKE STACK 27-Sep-00


1 IMET - 1 91.4 2.8 88.61 IMET - 2 91.4 276.3 175.1

2 IMET - 1 89.4 300.9 148.52 IMET - 2 91.4 213.8 237.6

3 IMET - 1 87.3 241.2 206.13 IMET - 2 91.9 154 297.9

4 IMET - 1 87.2 182.8 264.44 IMET - 2 90.4 94.2 356.2

5 IMET - 1 90.6 123 327.65 IMET - 2 90.2 33.8 56.4

6 IMET - 1 94.5 63.3 31.26 IMET - 2 87 330.5 116.5

IMET 1 = DATA LOGGER S/N 117IMET 2 = DATA LOGGER S/N 226

10

Figure 7: Buoy orientation for the spin done in Arica, Chile.

Stratus - Pre Buoy Spin - Arica, Chile 27 Sept 00

82

84

86

88

90

92

94

96

1 2 3 4 5 6

Spin Position Number

Deg

rees

IMET 117(Sys1)

IMET 226(Sys2)

Figure 8: Spin data plot for Arica, Chile.

11

a. Improved METeorological System

The IMET systems for the STRATUS 1 discus buoy consisted of eight IMET sensormodules and one Argos transmitter module to telemeter data via satellite back to WHOI throughService Argos. Table 5 details IMET sensor specifications. The modules measure the followingparameters:

1. relative humidity with temperature2. barometric pressure3. air temperature (R. M. Young passive shield)4. sea surface temperature5. precipitation6. wind speed and direction7. short-wave radiation8. long-wave radiation

All IMET modules for the STRATUS experiment were modified for lower powerconsumption so that a non-rechargeable alkaline battery pack could be used.

The data logger for the system was based on an Onset Computer Corp. model 7 Tattletalecomputer with hard drive, also configured and programmed with power conservation in mind.An associated interface board ties the model 7 via individual power and RS-485 communicationslines to each of the nine IMET modules, including the PTT module.

b. Stand-alone Relative Humidity/Temperature Instrument

A self-contained relative humidity and air temperature instrument was mounted on thetower of the WHOI discus buoys. This instrument, developed and built by members of the UOPGroup, takes a single point measurement of both relative humidity and temperature at a desiredrecord interval. The sensor used was a Rotronics MP-101A. The relative humidity andtemperature measurements are made inside a protective Gortex shield. The logger is an OnsetComputer, Corp., model 4A Tattletale, with expanded memory to 512K. The unit is powered byits own internal battery pack. The instrument interval was set to 1 minute for the STRATUS 1Experiment.

c. Onset StowAway TidbiT Temperature Loggers

The Tidbit temperature logger is a completely sealed, small (~3 cm diameter) medallionlike temperature logger. It is depth rated to approximately 300 m (1,000 ft.) and has an operatingtemperature range of -20° to +50°C. The tidbit uses optical communication via an Optical BaseStation that plugs into a standard PC serial port. One Tidbit was placed on the IMET system #2air temperature module, co-located with the sensor. The sampling rate was set to once every 30minutes.

The height of the buoy mounted instrumentation can be found in Table 6.

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2. Sub-surface Instrumentation

The measured water line for the STRATUS 1 buoy was 0.43 meters below the buoy deck.Figure 3 illustrates the location of the sub-surface sensors attached to the discus bridle of theSTRATUS 1 buoy. The depths of the instruments, parameters sampled, and sampling rates aresummarized in Table 7. Whenever possible, “trawl-guards”, designed and fabricated at WHOI,protected instruments from being fouled by fishing lines. These guards are meant to keep linesfrom hanging up on the in-line instruments.

a. Floating SST Sensor

A SeaBird SBE-39 was placed in a floating holder (a buoyant block of synthetic foamsliding up and down along 3 stainless steal guide rods) in order to sample the sea temperature asclose as possible to the sea surface. Visual check of this sensor after deployment indicated adepth of ~2 cm. The Seabird model SBE-39 is a small, light weight, durable and reliabletemperature logger that was set to record the sea surface temperature every 5 minutes.

b. Sub-surface Argos Transmitter

An NACLS, Inc. Sub-surface Mooring Monitor (SMM) was mounted upside down on thebridle of the discus buoy. This was a backup recovery aid in the event that the mooring partedand the buoy flipped upside down.

c. SEACAT Conductivity and Temperature Recorders

There were five, Sea-Bird, Inc., SEACAT conductivity and temperature recordersdeployed on the WHOI surface mooring. The model SBE 16 SEACAT was designed to measureand record temperature and conductivity at high levels of accuracy while deployed in either afixed or moored application. Powered by internal batteries, a SEACAT is capable of recordingdata for periods of a year or more. Data are acquired at intervals set by the user. An internalback-up battery supports memory and the real-time clock in the event of failure or exhaustion ofthe main battery supply. Communication with the SEACAT is over a three-wire RS-232 link.The SEACAT is capable of storing a total of 260,821samples. A sample rate of 225 seconds wasused on the STRATUS 1 SEACATs. The shallowest SEACAT was mounted directly to thebridle of the discus buoy. The others were mounted on in-line tension bars and deployed atvarious depths throughout the moorings. The conductivity cell is protected from bio-fouling bythe placement of antifoulant cylinders at each end of the conductivity cell tube.

d. MicroCAT Conductivity and Temperature Recorder

The MicroCAT, model SBE37, is a high-accuracy conductivity and temperature recorderwith internal battery and memory. It is designed for long-term mooring deployments andincludes a standard serial interface to communicate with a PC. Its recorded data are stored innon-volatile FLASH memory. The temperature range is -5° to +35ºC, and the conductivity rangeis 0 to 6 Siemens/meter. The pressure housing is made of titanium and is rated for 7,000 meters.The MicroCAT is capable of storing 419,430 samples of temperature, conductivity and time.The sampling interval of the STRATUS 1 MicroCATs was 225 seconds (3.75 minutes). These

13

instruments were mounted on in-line tension bars and deployed at various depths throughout themoorings. The conductivity cell is protected from bio-fouling by the placement of antifoulantcylinders at each end of the conductivity cell tube.

e. Brancker Temperature Recorders

The Brancker temperature recorders are self-recording, single-point temperature loggers.The operating temperature range for this instrument is 2° to 34°C. It has internal battery andlogging, with the capability of storing 24,000 samples in one deployment. A PC is used tocommunicate with the Brancker via serial cable for instrument set-up and data download. TheSTRATUS 1 Branckers were set to record data every 30 minutes. A total of 13 Branckertemperature loggers were deployed on the discus mooring.

f. SBE-39 Temperature Recorder

The Seabird model SBE-39 is a small, light weight, durable and reliable temperaturelogger that was set to record temperature every 5 minutes.

g. Onset StowAway TidbiT Temperature Loggers

The Tidbit temperature logger is a completely sealed, small (~3 cm diameter) medallionlike temperature logger. It is depth rated to approximately 300 m (1,000 ft.) and has an operatingtemperature range of -20° to +50°C. The tidbit uses optical communication via an Optical BaseStation that plugs into a standard PC serial port. A total of three Tidbit temperature loggers wereplaced on the STRATUS 1 mooring line. In order to make a reliable comparison of performanceall of the Tidbits were co-located with other temperature recording devices: one on the (IMETsystem #1) 1 m Sea Surface temperature module, one on the 10 m VMCM temperature sensor,and one on the 16 m SEACAT loadbar. The sampling rate was set to once every 30 minutes.

h. Vector Measuring Current Meters

The VMCM had two orthogonal cosine response propeller sensors that measured thecomponents of horizontal current velocity parallel to the axles of the two-propeller sensors. Theorientation of the instrument relative to magnetic north was determined by a flux gate compass.East and north components of velocity were computed continuously, averaged and then stored oncassette magnetic tape. Temperature was also recorded using a thermistor mounted in a fastresponse pod, which was mounted on the top end cap of the VMCM. The VMCMs were set torecord every 7.50 minutes.

A new generation VMCM was deployed at the 350m depth on the STRATUS 1 discusbuoy. It has all of the same components as the previous original VMCM but has a circuit boardand flash card memory module. It can store up to 40 Mb of data on the flash card therefore thesampling rate was set to once per minute.

A total of 3 VMCMs were deployed on the surface mooring. All of the VMCMs had acompass spin performed at the dock in Arica to verify that the instrument was not damaged intransport.

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i. Falmouth Scientific Instruments Current Meter

The 3D ACM, s/n 1325a, is an acoustic current meter on trial deployment from FalmouthScientific Instruments, Inc. (FSI). The FSI current meter uses four perpendicularly orientedtransducers to extract a single-point measurement. In addition to current values of north, eastand up, the instrument also records temperature, tilt, direction and time. The instrument was setto record once every 30 minutes with an averaging interval of 450 seconds.

j. RDI Acoustic Doppler Current Profiler

An RD Instruments (RDI) Workhorse acoustic doppler current profiler (ADCP, ModelWHS300-1, Serial number TSN-1218) was mounted at 135 m looking upwards on the mooringline. The RDI ADCP measures a profile of horizontal current velocities. The data sampling ratesand parameters are user-definable, and were set as follows: 12 velocity bins of 10 m each,starting 11.98 m from the transducers and ending at 131.98 m; 30 pings per ensemble with oneping per second; and a 30-minute interval between the start of ensembles. These settingsprovided an approximately 400-day deployment lifetime on the internal battery. These particularsettings are only available using the Windows version of the RDI deployment software (the DOSversion limits you to 8 m bins). The time between pings must be set manually in the text-baseddeployment file before it is sent to the instrument.

k. Chlorophyll Absorption Meter

A WETLabs Chlorophyll Absorption Meter (CHLAM), model number 9510005, serialnumber ACH0126, was placed on the STRATUS 1 discus mooring at a depth of 25 meters. TheCHLAM was mounted on a frame that fits inside a standard VMCM cage. A SeaBird pump drewwater through a mesh filter and the CHLAM, and past two brominating canisters arranged end-to-end. Between samples, the bromide diffused through the system to reduce biofouling. Datawere stored in a WET Labs MPAK data logger, serial number PK-023. The CHLAM/MPAKrecorded a reference and signal from three optical wavelengths (650, 676 and 712 nanometers)and an internal temperature. The sample interval rate is 2 hours. At each sample, the pump isturned on for 10 seconds to flush the system. Ten seconds of sampling follow, with the 10-second average of signal and reference stored in the MPAK. The complete system was poweredby two 10 D-cell alkaline battery packs and should last for approximately 400 days.

l. Acoustic Rain Gauge

An acoustic rain gauge from Jeff Nystuen at the Applied Physics Laboratory at theUniversity of Washington was deployed on the STRATUS 1 mooring at a depth of 23.5 meters.This instrument uses a hydrophone and listens to ambient noise. Rain falling on the sea surfaceproduces noise at certain frequencies, and these frequencies are sampled by this instrument.Data from the IMET rain gauges on the surface buoy as well as from the acoustic rain gauge canbe compared .

15

m. Acoustic Release

On the STRATUS mooring there are 2 different acoustic releases. A primary release usedfor recovery of the mooring, and a secondary release used for test purposes. The primary releaseis an EG&G model 322 acoustic release. The Interrogate Frequency is 11.0 kHz. The ReplyFrequency is 10.0 kHz. The codes are as follows: Enable=42, Disable=41, and Release=43. Thetest release is a Burn-wire Acoustic Release Transponder modified to be motor driven with aWHOI fabricated load bar. The Interrogate Frequency is 11.0 kHz. The Reply Frequency is 12.0kHz. The codes are as follows: Enable=302632, Disable=302657, and Release=323616.

The test release has a titanium strength bar which was designed at WHOI. It was cutusing a computer driven water jet. The strength member is rated for 60,000 lbs. This is beingtested for the first time because the release mechanism on the BACS release can not handle theload it sees during the launch of the mooring and anchor drop. There is a piece of 1/2” trawlerchain inside 2 ” tygon tubing in parallel with the release. If the release fails or the strengthmember fails, the mooring will be held by the trawler chain. Then the recovery will be done withthe primary release.

16

Table 5: IMET sensor specifications

Parameter Sensor NominalAccuracy

Air temperature Platinum ResistanceThermometer

+/-.25°C

Sea temperature Platinum ResistanceThermometer

+/-.005°C

Relative humidity Rotronic MP-100F +/- 3%

Barometricpressure

Quartz crystal; AIR S2B +/- .5 mbar

Wind speed andwind direction

R.M. Young model 5103Wind Monitor

-3% (speed);+/- 1.5° (dir)

Short-waveradiation

Temperature CompensatedThermopile; Eppley PSP

+/- 3%

Long-waveradiation

Pyrometer; Eppley PIR +/- 10%

Precipitation R.M. Young Model 50201Self-siphoning rain gauge

+/- 10%

The logger polls all IMET modules at one-minute intervals (takes several seconds) and then goes to low-power sleepmode for the rest of the minute. Data are written to disk once per hour. The logger also monitors main battery andaspirated temperature battery voltage.

The air temperature, sea surface temperature, barometric pressure, relative humidity, long-wave radiation andprecipitation modules take a sample once per minute and then go to low-power sleep mode for the rest of the minute.

The short-wave radiation module takes a sample every 10 seconds and produces a running, one-minute average ofthe six most recent samples. It goes to low-power sleep mode between ten-second samples.

The vane on the wind module is sampled at one-second intervals and averaged over 15 seconds. The compass issampled every 15 seconds and the wind speed is averaged every 15 seconds. East and north current components arecomputed every 15 seconds.

Once a minute, the logger stores east and north components that are an average of the most recent four 15-secondaverages. In addition average speed from four 15 second averages is stored, along with the maximum and minimumspeed during the previous minute, average vane computed from four 15-second averages, and the most recentcompass reading.

In addition, an IMET Argos PTT module is set for three IDs and transmits via satellite the most recent six hours ofone-hour averages from the IMET modules. At the start of each hour, the previous hour’s data are averaged and sentto the PTT, bumping the oldest hour’s data out of the data buffer.

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Table 6: STRATUS buoy tower sensor information.

Instrumentation mounted on 3 meter discus buoy

Parameter Sensor ID SamplingRate/RecordRate

Elevationrelative tobuoy deck(meters)

Elevationrelative towater line(meters)

Measurementlocation

IMET system 1 Logger 117

Wind speed WND 104 2.96 3.39 Prop axis

Wind direction WND 104 2.96 3.39 Prop axis

Air Temperature TMP 102 1.61 2.04 End of probe

Relative Humidity HRH 108 2.31 2.74 Tip of sensor

Barometric Pressure BPR 107 2.36 2.79 Center of port

Precipitation PRC 102 2.71 3.14 Top of funnel

Long-wave Radiation LWR 101 3.15 3.48 Base of dome

Short-wave Radiation SWR 111 3.14 3.47 Base of dome

Sea Temperature SST 003 -1.00 -0.57 End of probe


Wind speed WND 105 2.89 3.32 Prop axis

Wind direction WND 105 2.89 3.32 Prop axis

Air Temperature TMP 104 1.59 2.02 End of probe

Relative Humidity HRH 110 2.34 2.77 Tip of sensor

Barometric Pressure BPR 106 2.40 2.83 Center of port

Precipitation PRC 101 2.74 3.17 Top of funnel

Long-wave Radiation LWR 106 3.15 3.58 Base of dome

Short-wave Radiation SWR 109 3.14 3.57 Base of dome

Sea Temperature SST 104 -1.00 -0.57 End of probe

Stand-aloneRelative Humidity

HRH 204 2.32 2.75 Tip of sensor

Tid-bit Air Temp 358910 1.77 2.20 Tied to TMP 104

SBE-39 Floating SST 0072 surface 0

Tid-bit Sea Temp 358909 -1.00 -0.57 Near SST 003

SeaCat Conductivity/Temperature

1878 -1.00 -0.57 Center of cell

18

Table 7: STRATUS subsurface sensor information.

Instrumentation mounted on the mooring line of the 3 meter discus buoy

Instrument SerialNumber

Depth fromMooring Diagram

(meters)

SamplingRate/Record

Rate

Parameter(s)Measured

SeaCat 1875187323251880

3.7171630

3.75 Min. Temperature

Conductivity

Brancker T-Pod

3763449133013831383037643258326344954485422838363259

1335

47.55570

77.592.5100115145160220250

30 Min. Temperature

VMCM

New GenVMCM

VM038VM037VM01

1020350

7.5 Min. East and NorthCurrents

MicroCat 13281326130513301306

4062.585130190

3.75 Min. TemperatureConductivity

SBE-39 005000480049

25 (on Chlam)349350

5 Min. Temperature

Chlam ACH0126 25 2 Hours Chlorophyll-a

ADCP TSN-1218 135 30 Min. East and NorthCurrents

FSI 1325A 235 30 Min. East and NorthCurrents

Tidbit 358909358907358908

(on bridle)10 (on VMCM)16 (on SeaCat)

30 Mins Temperature

AcousticRain Guage

F9 23.5 Precipitation

19

B. Shipboard Air-Sea Flux System

A sonic anemometer system for measuring turbulent wind flux (son-flux system) wasmounted on the jackstaff on the bow of the R/V Melville. Jim Edson and Jon Ware developedthe system at WHOI. The sensor consisted of a Gill R3A Ultrasonic Anemometer, a CrossbowDMU-AHRS motion sensing unit, and an Onset TT8 interface. From the sensor, a cable ran toan interface box in the lab which connected to a PC computer and two power supplies. Thecable supplied power to the instrument and was used for continual real-time data uploading tothe PC. Jon Ware and Ed Hobart developed the logging software (Son_flux) at WHOI. Thereare two calibration procedures for the DMU. The first, zeroing of the rate sensor while the shipis tied to the dock, was completed successfully. The second, a hard iron calibration that requiresspinning the ship through 720° while underway, was not completed because the instrument timedout. The sensor's magnetic compass data can be corrected for this missing calibration after thecruise by using the ship's gyro compass data. The hard iron calibration constants were not set tozero until October 7, 2000 (see Appendix 7). The data files recorded by the Son_flux softwareare named DDDSSSS.C1 where DDD is yearday and SSSS is the time of day (UTC) in secondswhen the data in the file begins. The data files from the cruise each contain 1 hour of data. Datarecording began on October 2, 2000 before the R/V Melville left Arica, and continued until wereturned to Chilean waters on October 13, 2000 with two breaks for hard iron calibration. SeeAppendix 7 for detailed timeline of data recording and calibrations.

C. Ancillary Shipboard Meteorological and Oceanographic Instrumentation

Following the deployment of a surface buoy, and prior to its recovery, the ship ispositioned approximately 0.25 miles downwind of the buoy so that shipboard meteorologicalobservations can be made and compared with the data collected by the buoy. While close to thebuoy the Argos transmissions can be received, decoded, and compared with the shipboardobservations. The comparison of data provides a means by which to confirm that the buoy-mounted sensors have not been damaged during deployment. Similarly, if a sensor is damagedduring recovery, the sensor may not be able to be recalibrated. If accurate shipboardobservations are made prior to recovery these observations provide a means by which to evaluatethe sensor’s performance at the end of the deployment. The comparison plots can be found inSection 3. This section includes a brief description of the instrumentation used in making thebuoy/ship comparison and ancillary shipboard meteorological and oceanographic observations.

1. Meteorological Instrumentation Provided by Woods Hole Oceanographic

In order to obtain a good record of incoming longwave and shortwave radiation duringthe transits to and from the mooring site, additional sensors were mounted on the ship tocomplement the ship's IMET system. These were installed forward of the bridge on the O-3level, clamped to the railing together with an ASIMET RH/Air Temperature module (Figure 9).

20

Figure 9: Location of the ASIMET Modules

a. ASIMET Relative Humidity/ Air Temperature Specifications

Relative humidity measurements are made with a Rotronic MP-101A Sensor. To meetthe environmental needs of buoys and ships, the sensor is packaged in a custom housing which ismore rugged than the standard housing and with high pressure water seals. The sensorelectronics is conformal coated and the housing is sealed with desiccant packs to eliminatecondensation. The humidity-temperature probe provides analog outputs of 0 to 1.0 volts DC forhumidity (0 to 100% rh): and 0 to 1.0 volts DC for temperature (-40 to +50 deg. C). Thesesignals are amplified and converted to digital within the module. One set of measurements aremade every minute and calibrated via a fourth order polynomial for RH% and degrees C. Thisset of measurements is returned when polled. This probe is placed inside a modified R.M. Youngmulti-plated radiation shield. This modified shield has wider plate spacing and hydrophobiccoating on the plates to provide a more accurate measurement.

b. ASIMET Short-wave Radiation Specifications

Short-wave radiation is measured with a modified Eppley Precision Spectral Pyranometer(PSP) mounted on a aluminum base which provides a reference mass for the PSP. The aluminumbase is mounted to a PVC endcap for thermal isolation from the module housing. The sensoruses a temperature compensated thermopile. It provides an output voltage proportional to

21

incident short-wave radiation (0.3 to 5.0 micro meters). Sensitivity is approximately 9 microvolts per watt, per meters squared, and has a temperature dependence of +/- 1% over the range of-20 to +40 degrees C. A sample is collected, calibrated via a fourth order polynomial, andaveraged for the returned measurement.

c. ASIMET Long-wave Radiation Specifications

Long-wave radiation is measured with a modified Eppley Precision Infrared Radiometer(PIR) sensor. Samples are recorded at a rate of 1 per minute. There are 3 temperatures measured,thermopile, dome temperature, and body temperature which are used in calculating temperatureradiation compensation for sensor response. It provides and output voltage proportional toincident long-wave radiation (3.0 to 100.0 um). Sensitivity is approximately 5 micro volts perwatt meter squared and temperature dependence is +/-2% over the range (-20 to +40 degrees C).

Table 8: Instrumentation mounted on 03 level on R/V Melville

Parameter Sensor IDElevation to water

line (meters)Measurement

location

Short-waveRadiation

SWR 208 12.54 Base of dome

Short-waveRadiation

SWR 211 12.54 Base of dome

Long-waveRadiation

LWR 207 12.55 Base of dome

Long-waveRadiation


Long-waveRadiation


Relative Humidity HRH 207 12.58 Tip of sensor

22

2. Independent Meteorological Data Recording System (Shipboard)

An independent meteorological data recording system is permanently mounted on thebowmast of the Melville and is maintained by SIO. The package is built up from IME modulesand contained wind speed and direction, air temperature, relative humidity, short-wave radiation,long-wave radiation and barometric pressure sensors. The air temperature sensor is a R.M.Young sensor that was last calibrated on 10 Aug. 2000. The relative humidity/air temperaturesensor was a Rotronics MP-101A sensor that is aspirated to minimize the effect of solar heating.It was last cleaned and calibrated on 15 Aug. 2000. The sensor is the same as used in the IMETrelative humidity module and the stand-alone relative humidity with temperature instrument.The wind sensor is an R.M. Young propeller anemometer, also used in the IMET wind module.It was last calibrated on 10 Aug. 2000. The short-wave sensor is a Precision SpectralPyranometer (PSP) manufactured by Eppley Laboratory, which is the type used on the IMETsystem. Dome was last cleaned on 14 Aug. 2000, and sensor calibrated at Eppley on 19 July2000. Long-wave radiation uses Precision Infrared Radiometer (PIR) (Eppley Laboratory), thatis also used in the IMET buoy system. Dome was checked on 14 Aug. 2000. Sensor was foundto be using an old set of calibrations, therefore a very small amount of drift may be included inthe data. Barometric pressure is measured with a A.I.R type DB-2A. It was last checked andcalibrated on 9 Aug. 2000. Data are obtained every minute by RS-485 and are made available onthe ship’s computer system.

3. FSI-OCM & FSI-OTM (Shipboard - Thermo-salinograph)

The FSI OCM (Falmouth Scientific Instruments - Ocean Conductivity Module) is used inconjunction with the FSI OTM (Ocean Temperature Module) to continuously recordconductivity, temperature, and salinity during the outbound and inbound legs of the cruise. Thesampling is done by pumping sea water through the modules via the uncontaminated sea watersystem. Uncontaminated seawater is provided by the pump in the bow dome at 50 gal/minute.The OCM was last calibrated on 10 Aug 2000. The FSI OTM was last calibrated on 19 July2000.

4. Acoustic Doppler Current Profiler (Shipboard)

The RD-VM (RD Instruments - vessel mount) 300 kHz Acoustic Doppler CurrentProfiler (ADCP) employs the Doppler principle to remotely measure speed and direction ofwater currents from a moving vessel. By transmitting a succession of acoustic pulses, andsegmenting the resulting backscatter echoes into many depth cells (bins) over a depth range of 30to 700 meters, computer analysis of the bins provides a detailed profile of current speed anddirection throughout the water column accurate to 1 cm/sec. In waters where the bottom depth iswithin range, the ADCP bottom track feature measures earth referenced vessel speed.Combination of these measurements yields absolute (earth referenced) vertical current profilesfrom a moving vessel without inputs from other navigation systems. The IBM XT/ATcompatible computer based Data Acquisition System (DAS) processes the ADCP data in realtime together with vessel attitude and heading data to produce vector averaged profiles in earthreferenced coordinates. Processed and / or raw data is logged on hard disk. Data was alsodisplayed in real time on the monitor screen.

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5. Sea Beam 2000 (Shipboard)

The Sea Beam 2000 system, by Sea Beam, uses an array of 121 sensors (beams) that aremounted on the hull in alignment with the centerline of ship. It is a multi-beam echo sounder.The Sea Beam system was updated in 1993 when the R/V Melville underwent its major overhauland extension. Side scan (4 bit-resolution) and depth were recorded on a plotter while the SeaBeam system was running. The Sea Beam is calibrated daily with a sound speed correctionbased on a daily 1500-meter XBT. The Sea Beam 2000 maps the sea floor as the ship steams in aswath where width is roughly 1/4 the water depth.

6. Knudsen 320 B/R (Shipboard)

The Knudsen single beam echo sounder 320 B/R uses 3.5 and 12 kHz frequency sound tomeasure distance to the ocean bottom. It measures the depth of the water by transmitting briefpulses of ultrasound downward toward the ocean bottom, and measures the amount of time ittakes for the bottom echo to return. The intensity of the received signal as a function of depth isprinted vertically on the graph recorder. During the Cook 2 cruise, only the low frequencysounder was used.

7. Shipboard Navigation Systems

An Ashtech 3DF differential GPS receiver is used to record the attitude, pitch and roll ofthe R/V Melville. It is permanently installed to provide the most accurate information. TheAshtech, along with GPS heading information, is passed to the ADCP for calculation of thecurrent profiles. P-Code (decoded military GPS) and Trimble are used to calculate the positionand speed that is displayed on the other shipboard instrument systems. The bridge uses thetraditional type of ship navigation instruments including the Doppler Sonar Speed Log and aGyroscope.

8. Gravimeter

The Bell BGM-3 gravity meter measures relativistic changes in the Earth’s gravity field.This is used to analyze changes of density in the Earth’s crust.

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Section 3: Sampling During Transits and Buoy/Ship Comparison

A. Outbound

1. Underway Watch

In the direction outbound to the mooring site from Arica, the underway watch launchedexpendable bathythermographs (XBTs), made handheld observations of surface meteorology andcloud cover, and logged the ship IMET and thermosalinograph systems.

XBTs launches occurred every 30 minutes, nominally on the hour and half hour, from theaft starboard corner of the fantail. The models used were the Sippican T-7 and Sparton XBT-7,both logging to a nominal depth of 760 m. Approximately once a day, a FastDeep XBT from theship's supply, logging to 1000 m, was launched instead in order to calibrate the SeaBeam system.In one instance a Sippican T-10, logging to a terminal depth of 200 m, was launched instead. Alarge number of the probes were quite old, and a high failure rate was anticipated. Fortunately,the vast majority of the probes worked with no apparent problems (see Appendix 2, Table 11).The most frequently encountered problem was softened wax in the launcher-loaded end of theXBT tube, making electrical contact between the launcher and the XBT difficult. This wasovercome by cocking the gun quickly to pierce the wax, and by occasionally wiping the prongsin the launcher clean. Data for each XBT cast was stored in ascii (.edf) and binary (.rdf) format.The correct GPS location for the start of each cast is stored in the headers of the data file, thoughthe time and date in the header information is incorrect. XBT launches were discontinued at thestart of the bottom survey.

A bucket temperature was taken after each XBT launch, with the temperature read on amercury thermometer in the third of a sequential series of catches, to allow the thermometer timeto equilibrate. Along with this, a number of handheld and visual meteorological observationswere made to build confidence in the ship IMET systems. These were: an infra-red skintemperature (IR) using a handheld probe pointed downwards about 30° away from the ship(Tasco THI-500), relative humidity (RH) and air temperature (AT) from a Vaisala handheldinstrument (Vaisala HM 34), barometric pressure (BP — from an AIR barometer/altimeter set topressure mode), and visual observations of both cloud cover and cloud type when possible. Thebucket temperatures and handheld readings were made from just aft of the port hangar on thefantail of the ship, extending instruments into the airstream passing the ship.

The underway watch also hand-logged the display of the ship IMET andthermosalinograph systems every half hour, to build confidence that this data was being properlyrecorded. As the ship approached the mooring site and during the bottom survey, estimates ofthe ADCP near-surface (60 m depth) velocity were logged in order to build a rough map ofcurrent velocities for mooring deployment planning. The outbound underway watch wasdiscontinued at the end of the bottom survey.

The handwritten logs were entered into an Excel spreadsheet file ('XBT/ship log' and'Handheld Met log'), and imported into Matlab. These files are written with the raw XBT datafiles.

25

Three salinity samples were drawn from the ship's uncontaminated seawater tap (drawingfrom the same source as the thermosalinograph) for later autosal analysis on the outbound andinbound legs.

Low

Med

Highcs

CsCs

CsCsCcCcCc

CcCsCsCsCs

CsCs

ScScScSc

ScScSc

AcAc

AcAcAcAc

Cu

CuScScCuSc

ScSc

AcAcAc

AcAcAcAc

St-ScScScSc

AcAcAc

AcAc

AcAcAcAcAc

AcAcAcAcAc

ScScScSc

ScScScScSc

ScScScScSc

Sc ScScScSc

Sc

ScScScScSc

ScScScScSc

ScScScScSc

ScScScScSc

ScScScScSc

ScScScScSc

Sc

ScScSc

ScSc

Visual Observations: Cloud level/type and Cloud cover

3 3.5 4 4.5 5 5.5 6 6.5 70

1

2

3

4

5

6

7

8

October 2000 (GMT)

okta

s

Figure 10: Visual observations of cloud type and cover made by the outbound underwaywatch.

2. XBT section

The outbound XBT section captured the upper ocean temperature structure at a highspatial resolution (averaging about 11 km). The station spacing and temperature contoursdisplayed in Figure 11 and Figure 13 result from a rough data quality control, removingobviously bad XBT casts or portions of casts. Within several hundred kilometers of the coast, themixed layers are quite shallow, generally less than 60 m deep. Further offshore and extending tothe site of the mooring, the mixed layers gradually become much deeper, to well over 150 m

26

deep. Except for a swath nearshore (about 250 km wide peaking about 100 km offshore), surfacewaters were cooler when associated with shallow mixed layers, and grew warmer approachingthe mooring site, where mixed layers were much deeper. The seasonal thermocline at the base ofthe mixed layer was quite sharp, with a temperature jump of over 3°C over several tens ofmeters. The seasonal thermocline had some depth variability suggestive of mesoscale eddies,sampled by a number of XBT stations (see particularly around 74.5 and 73°W), as did thepermanent thermocline (with a very broad feature centered about 78°W).

test CTD st.mooring anchor

Arica

Longitude

Latit

ude

XBT stations with good data, outbound

86oW 82oW 78oW 74oW 70oW

22oS

18oS

Figure 11: Location of XBT casts with good data in the outbound direction.

27

SURFACE TEMP COMPAREOUTBOUND (ARICA TO MOORING SITE)

16.5

1 7

17.5

1 8

18.5

1 9

19.5

10/3/00 0:00 10/3/00 12:00 10/4/00 0:00 10/4/00 12:00 10/5/00 0:00 10/5/00 12:00 10/6/00 0:00

TIME

TE

MP

(°

C)

Bucket Temp XBT Temp (0.67 M)

SURFACE TEMP COMPAREINBOUND (MOORING SITE TO ARICA)

1 6

16.5

1 7

17.5

1 8

18.5

1 9

19.5

2 0

10/8/00 0:00 10/9/00 0:00 10/10/00 0:00 10/11/00 0:00 10/12/00 0:00 10/13/00 0:00 10/14/00 0:00

TIME

TE

MP

(°

C)

Bucket Temp (°C) XBT Temp (0.67 M)

Figure 12: Sea surface temperatures from XBT casts (0.67 m) and bucket casts.

28

Figure 13: Contour plot of temperature from the good XBT stations in the outbounddirection. Dots on the top x-axis mark the location of the included XBT casts. The top

bound in temperature (above 22°C) is set by spikes in the near-surface temperature datavisible near the coast.

3. Intercomparison of ship's sensors with handheld sensors

Comparison of the handheld meteorological data and ship IMET data gave us confidencethat the ship IMET sensors were in reasonably good calibration and that electronic logging wasworking.

Figure 14 and Figure 15 show overplots of handheld, buoy, and ship IMET data. Theygenerally show remarkably good agreement between the handheld readings and the ship metreadings, and between ship and buoy readings (for those variables that location and tilt of thebuoy on the dock or on the fantail of the ship does not affect the measurement).

Air temperature (top of Figure 14) has the worst correspondence between handheld andship readings. Comparisons of the buoy temperature and handheld temperatures from the Vaisalasensor on the dock suggested a calibration problem with the handheld sensor. While on the dockand on the fantail of the ship, the buoy air temperatures show a more pronounced diurnalwarming than the ship IMET sensors, but otherwise read about 0.7 °C lower, suggesting that theship IMET air temperature sensor may have an offset calibration.

29

Both barometric pressure and relative humidity (middle and bottom of Figure 14) showgood agreement between handheld, ship, and buoy readings, both while underway and at thedock before sailing. Handheld readings of barometric pressure were slightly higher (by about 0.5mb) than the ship IMET sensor. Since the buoy transmissions are only integer values ofbarometric pressure, it is impossible to compare the sensors to that level of accuracy, but theatmospheric tidal signal is reproduced in all three records.

The ship thermosalinograph temperature (top of Figure 15, and valid only when the flowpast the sensor, bottom, is nonzero) and bucket temperature measurements are in goodagreement, particularly after one day underway when watchstanders had received some practicein taking the bucket temperature. The IR skin temperature was always equal to or below thebucket and ship T/S temperatures.

Sea surface salinity measured by the ship's thermosalinograph was not independentlymeasured before the buoy deployment (except for by autosal analysis) and the rest of themeteorological measurements (long-wave and short-wave radiation, precipitation, and windspeed and direction) though recorded by the buoy were affected by the tilt of the sensors untildeployment. Despite mild misting rain observed on several occasions, the ship precipitationsensor showed a continuous evaporation.

In all cases, the hand-recorded output of the ship IMET and thermosalinographcorresponded exactly to the file output (within the error imposed by typos). With goodagreement between handheld and ship sensors (except for the small discrepancy suggested in airtemperature, with the handheld sensor suspect), handheld meteorological measurements werehalted at the start of the bottom survey.

30

16

17

18

19

20

21

22

23

Air

tem

pera

ture

(¡

C)

Comparison: AT, BP, RH

1010

1012

1014

1016

1018

1020

Bar

omet

ric P

ress

ure

(mb)

Ship IMEThandheldwritten log ship IMETBuoy 1Buoy 2

1 2 3 4 5 6 7 8 940

50

60

70

80

90

100

October 2000 (GMT)

Rel

ativ

e H

umid

ity (

%)

deployedbuoy

leftbuoy

leftArica

Figure 14: Overplots of Ship IMET, Buoy IMET, handheld, and written ship logs of airtemperature, barometric pressure, and relative humidity.

31

14

15

16

17

18

19

20

Sea

Sur

face

Tem

pera

ture

(¡C

)

Comparison: SST and SSS

Ship T/SBucket TIR skin Twritten log ship T/SBuoy 1Buoy 2

33.5

34

34.5

35

35.5

Sal

inity

1 2 3 4 5 6 7 8 90

20

40

60

80

October 2000 (GMT)

Flo

w p

ast T

/S (

GP

M)

deployedbuoy

leftbuoy

leftArica

Figure 15: Overplots of Ship IMET, Buoy IMET, handheld, and written ship logs of seasurface temperature and salinity from the ship's thermosalinograph. The last plot is of the

flow past the thermosalinograph, verifying that the pump was on while on station.

32

300

350

400

450

500

Long

wav

e R

adia

tion

(W m

-2)

Comparison: LWR, SWR, PRC

Ship IMETwritten log ship IMETBuoy 1Buoy 2

0

200

400

600

800

1000

1200

1400

1600

Sho

rtw

ave

Rad

iatio

n (W

m-2

)

1 2 3 4 5 6 7 8 90

2

4

6

8

10

October 2000 (GMT)

Pre

cipi

tatio

n (m

m)

deployedbuoy

leftbuoy

leftArica

Figure 16: Overplots of Ship IMET, Buoy IMET, handheld, and written ship logslongwave and shortwave radiation, and precipitation.

33

10 knots

Arica

Longitude

Latit

ude

Wind vectors alongtrack, outbound

86oW 82oW 78oW 74oW 70oW

22oS

18oS

Figure 17: Alongtrack wind vectors calculated from the ship's IMET and GPS sensors,averaged every 30 minutes.

Alongtrack wind vectors were calculated from the ship's IMET winds (which measuredrelative to the moving platform of the ship) and heading and speed estimates based on ship GPSfixes in the IMET file (Figure 17). A more careful future analysis should use ship's headinginformation from the ship navigation system. The SE trade winds dominate the wind field fromArica out to the mooring site, with an increase in the winds as the ship moved offshore and to thewest-southwest.

4. Intercomparison of Buoy and Ship IMET sensors after deployment

The ship IMET system is described in Section 2-C. After deployment of the surfacemooring, the ship was held approximately 0.25 miles downwind, and a comparison of theshipboard meteorological and buoy sensor measurements was made. Figure 14, Figure 15, andFigure 16 show the period of time that the ship was on station near the buoy. Keeping in mindthe differences noted in the section above (ship air temperature tends to read 0.7°C high, and shipbarometric pressure about 0.5 mb low), a comparison shows that virtually all the sensors on thebuoy were returning good values.

34

7.6 7.8 8 8.2 8.4 8.60

2

4

6

8

10

win

d s

peed (

m/s

)

October 2000 (time GMT from deployment to departure)

Ship IMET (uncorrected)

Buoy 1

Buoy 2

0

50

100

150

200

250

300

350

400Wind Comparison on station: Ship IMET and Buoy IMET

win

d d

irect

ion

Ship IMET (uncorrected)

Buoy 1

Buoy 2

Figure 18: Comparison of ship IMET wind speed and buoy IMET wind speeds while onstation after the buoy deployment. The time axis extends from the time of deployment tothe time the ship left its monitoring station, 0.25 miles downwind of the buoy. Ship IMET

wind speed is uncorrected, but the ship was holding station during this time.

B. INBOUND

1. XBT/CTD section

Watches resumed shortly before departure from the mooring. In conjunction with aninbound CTD section, XBTs were launched every 0.25 ° in longitude alongtrack (when not onCTD station), all Sippican T-7s or Spartan XBT-7s with terminal depths of 760 m. Buckettemperatures were taken with all XBT stations. Since the handheld and ship IMETmeteorological measurements were in good agreement, the handheld measurements werediscontinued.

Starting at 71°W and eastwards towards the 12 mile Chilean territorial zone, the XBTdrop rate was increased significantly to capture details of the coastal upwelling. Two additionalsalinity samples from the ship's uncontaminated seawater tap (drawn from the same source as theship's thermosalinograph) were taken. Results of the analysis of these water samples were notavailable in time for the publication of report.

35

For the hydrographic stations a SBE911+ CTD installed in a water sampling rosette wasused. The rosette carried 24 sample bottles holding about 12 liters each. The CTD was equippedwith two sets of pumped temperature and conductivity sensors, a flourometer, an oxygen sensor,a light transmissiometer and an altimeter. Temperature and conductivity sensors were calibratedbefore the cruise by Seabird.

A total of 13 hydrographic stations were taken during Cook2, starting at the deploymentsite of the mooring (20° 09.508’S 85° 08.878’ W). The transect was carried out along 20°S until71°W, just east of the trench, covering the eastern part of the Peru Basin and the northern part ofthe Chile Basin, resulting in a station spacing of nearly 1° of longitude. All stations weresampled from surface to bottom, besides the trench station (Station 12) due to depth limitationsof some of the sensors. During the upcast water samples were drawn for calibration purpose, andfor chemical and biological analysis. A listing of the hydrographic stations is presented in Table9. In between stations, XBT profiles down to 750 m were carried out each 15’ of longitude.Table 10 lists the inbound XBT profile locations.

The hydrographic data were processed according to standard procedures (with SBESeasoft routines) and were averaged to a bin-size of 1 db. Profiles of temperature, salinity andpotential density for all stations are shown at the end of this section together with temperatureand salinity sections along the transect.

From surface to bottom basically 5 water masses can be identified: Subtropical Water(Mixed layer with the highest temperatures and salinities), Subantarctic Surface Water (a thinlayer below the mixed layer characterized by an upper salinity minimum), Equatorial SubsurfaceWater (a layer of 300-400 m with an intermediate salinity maximun and very low oxygenconcentrations), Antarctic Intermediate Water (intermediate salinity minimum between about500-800 m), and Pacific Deep Water (with decreasing temperatures and increasing salinitiestowards the ocean floor).

Parallel to the R/V Melville transect, two further transects were carried out by R/V VidalGormaz, along 27°S and 33°S at about the same time in 2000. All transects together will beanalyzed with respect to water masses, geostrophic currents and the extent of the OxygenMinimum Zone, and will be contrasted to WOCE transects within the southeast Pacific Oceanobtained during the early 1990’s.

36

Figure 19: CTD stations one, two, three and four.

37

Figure 20: CTD stations five, six, seven and eight.

38

Figure 21: CTD stations nine, ten, eleven and twelve.

39

Figure 22: CTD station thirteen.

Figure 23: Inbound CTD transect profile.

40

Table 9: CTD locations and times.

Station N° DateStart Time

[UTC]Start Latitude[dd°mm.mm’]

Start Longitude[ddd°mm.mm’]

Depth[m]

1 00-10-06 20:20 20° 13.64’S 085° 3.07’W 44592 00-10-09 01:22 19° 59.99’S 084° 0.07’W 43653 00-10-09 10:22 19° 59.95’S 083° 0.06’W 43794 00-10-09 20:19 19° 59.97’S 082° 0.44’W 40065 00-10-10 05:12 19° 59.99’S 081° 0.05’W 33006 00-10-10 14:44 20° 0.08’S 080° 0.23’W 37937 00-10-11 03:05 20° 0.01’S 078° 30.02’W 41908 00-10-11 14:04 20° 0.04’S 077° 0.08’W 46079 00-10-12 02:00 20° 0.20’S 075° 30.05’W 498010 00-10-12 13:16 20° 0.25’S 074° 0.06’W 474211 00-10-13 01:18 20° 0.33’S 072° 23.17’W 404312 00-10-13 10:31 20° 0.02’S 071° 19.31’W 550013 00-10-13 16:35 20° 0.0’S 071° 0.00’W 3006

Table 10: Sampling at each location

StationN°

BottlesFired

Pigments Nutrients

Dissolvedand

ParticulatedATP

Amino-acids

Oxygen

BacterialAbundance

BiomassBiovolume

POC/DOC

1 122 233 244 245 236 127 128 129 12

10 1211 1212 2413 12

41

Section 4: Cruise Chronology

The buoy, meteorological and oceanographic equipment, mooring hardware, and relatedgear were shipped to the port of Arica, Chile in August 2000. Prior to this, the oceanographicand meteorological instrumentation had been tested and calibrated at WHOI. Further, the IMETmeteorological instrumentation had been mounted to the buoy and that buoy included in anintercomparison on the beach with similar meteorological instrumentation from NOAA PMELand JAMSTEC. In conjunction with that intercomparison the entire buoy had been rotatedthrough 360°, stopping every 90° to record measured heading against true heading in order toquantify the uncertainty in measured wind direction due to the anemometers' compasses. SeeSection 2 for detailed results of the pre-deployment buoy spin.

Preparations in Arica were done in front of a warehouse at the Peruvian section of theport of Arica, Chile. This work was done in the last week of September 2000. The buoymeteorological instrumentation and telemetry of the meteorological data were checked out, andall VMCMs, Brancker temperature recorders (TPODS), SEACATs, micorCATS, SBE39s,Tidbits, and other instruments were prepared. On September 29, 2000, the R/V Melville arrivedfrom its previous leg. Loading of the equipment began on September 30. The ship departedArica on October 2 at ~1800 hours local.

From Arica, the ship steamed southwest to cross the coastal currents at a right angle. Onthe way out of Arica the ship executed two 720° turns in order to carry out a calibration of thecompass in the air-sea flux system. Underway watch started at 1600 local, but no observationswere made until the ship was outside the 12 mile limit in accordance with the clearance grantedby the Ministry of Foreign Relations of the Republic of Chile. Once 20°S latitude wasintersected the ship headed due west along 20°S. While underway to the site, preparations werecarried out for the mooring deployments. These included familiarization of the science partywith the operation of the mooring winch, with the handling of lines, and with the basic safetyissues.

The underway watch took XBTs, bucket temperatures, and hand held meteorologicalobservations and also manually recorded data from the ship's IMET and thermosalinograph.This was done on the leg outbound to the mooring site to carry out a comparison of the ship'sunderway systems in advance of using it to check the performance of the surface mooring once itwas deployed. The results of the underway sampling on the outbound leg are presented inSection 2. At ~1000 local on October 3, the three releases were tested on the hydrographic wireat several depths down to 1,000 m. The WHOI SeaBird SBE-19 CTD was deployed on the samewire as a test. This was followed by a 200 m profile with the ship's CTD and rosette to confirmits operation.

Arriving at the nominal site for the mooring (85°W, 20°S) at 1900 local on October 5, thefirst activity was a survey of the bottom (Figure 24). This was done using the ship's SeaBeam tofind and map the relatively flat (within ~100 m) section of bottom needed for deploying themooring and to identify the depth of the water at the mooring so that the final splice in theadjustable section of the mooring could be completed. In the southwestern sector of the survey,a flat section with a depth of ~4450 m was found that was roughly 10 miles long and 4 mileswide (Figure 25).

42

V

V

V

V V

VV

V

V

V

target for mooring 85¡ W, 20¡S

20¡S, 85¡ 05’W

19¡54’S, 85¡ 05’W 19¡54’S, 84¡ 55’W

20¡06’S, 84¡ 55’W20¡06’S, 85¡11’’W

19¡48’S, 85¡11’’W 19¡48’S, 84¡49’’W

20¡12’S, 84¡49’’W20¡12’S, 85¡17’W

19¡42’S, 85¡17’W

19¡42’S, 85¡23’W

V

Figure 24: Course track for carrying out the bottom survey using the SeaBeam on October5-6, 2000.

43

85˚ 30'W

85˚ 30'W

85˚ 20'W

85˚ 20'W

85˚ 10'W

85˚ 10'W

85˚ 00'W

85˚ 00'W

84˚ 50'W

84˚ 50'W

84˚ 40'W

84˚ 40'W

84˚ 30'W

84˚ 30'W

20˚ 20'S 20˚ 20'S

20˚ 10'S 20˚ 10'S

20˚ 00'S 20˚ 00'S

19˚ 50'S 19˚ 50'S

19˚ 40'S 19˚ 40'S

(Provided by Barry Eakins, SIO)

Figure 25: Contour plot of the bottom topography mapped during the survey.

44

The prevailing winds were from the east-southeast, and much of the time a northwardcurrent of 10 to 25 cm s-1 was seen in the vicinity of the mooring site. To accommodate theseconditions, to use the wind and current to carry the surface buoy away from the ship, and to beable to steam a course over the target region with the mooring trailing straight behind the ship, apath to the east-southeast over the flat bottom was chosen. The initial point of the track was (20°07'S, 85° 12.5'W) and the final point was (20° 13'S, 85° 04'W). The final point was 10 nm awayfrom the initial point. On October 6, the mooring was wound onto the TSE winch and finalpreparations made to the instrumentation, including application of antifouling paint, and greaseto the ADCP transducer heads. (The CHLAM was started the morning of the 7th.) While thesepreparations were underway, a trial approach along the chosen track was made while resurveyingthe bottom. An initial speed of 1/2 knot through the water was successfully maintained, and theremainder of the bottom along the line was resurveyed at 5 knots. This confirmed that themooring could be deployed in 4450 m ± 50 m of water anywhere along the track after movingapproximately 4 miles down the track from the initial point. The Sea Beam was using a 1,000 mXBT for sound speed correction. The single point Knudsen depth recorder agreed with theSeaBeam once a 9 m depth correction from the Matthews Tables (region 42) was applied.Following this trail run and resurvey, a deep CTD was done with the ship's CTD. This wouldserve as the first station of the XBT/CTD section to be made inbound from the mooring site.

The deployment began with staging the instrumentation on deck at 0530 hours local onOctober 7. The attaching of instruments to the buoy and lowering them over the side began at0800 with the ship holding its heading into the wind at the initial point. The deployment lasteduntil ~1600 hours local. The anchor was dropped at 1543 hours local (2043 UTC) on October 7,2000 at 20° 09.508' S, 85° 08.878' W. Following the anchor drop, an acoustic survey of theanchor position was carried out. Figure 26 shows the track during the mooring deploymentrelative to the target track line as well as the ship's maneuvering during the acoustic survey andthe subsequent day spent next to the surface buoy. Following the acoustic survey the releaseswere disabled. The anchor location was identified as 20°09.508’S, 85°09.073’W, approximately5.9% of the water depth away from the anchor drop site. Alongside the buoy, Sea Beam gave awater depth of 4440 meters (Figure 27).

45

end point, mooringtrack line (20°13'S,85°04'W)

initial point,mooring track line(20° 07'S, 85° 12.5'W)

xacoustic survey point #1

acoustic survey point #2

x anchor over (20° 09.508'S, 85° 08.878'W)

acoustic survey point #3

deploying buoy

steaming toward track line, paying out mooring line

v

v

standing by buoyafter deployment

v

Figure 26: Target track path (black line) and ship's track (green) recorded by GPS duringthe mooring deployment, the acoustic survey of the anchor position, and the subsequent

occupation of a position 1/4 mile downwind of the surface buoy.

-85.16 -85.155 -85.15 -85.145 -85.14 -85.135-20.16

-20.158

-20.156

-20.154

-20.152

-20.15

Acoustic Release Survey

Longitude, (degrees)

X

Anchor Position

20, 9.4174S, 85, 9.0729W

Anchor Drop

20, 9.5076S, 85, 8.8776W

Fallback 264.2789 m

Range 2551.6 m

20, 9.3281S, 85, 7.493W

Range 1151.94 m

20, 8.7469S, 85, 9.238W

Range 1976.3 m

20, 10.5042S, 85, 9.5495W

Figure 27: Figure showing the intersection of three horizontal range arcs based on slantranges obtained at three survey points. The small blue circle is the position at which the

anchor was deployed and the X marks a best estimate of the position on the bottom of theanchor.

46

After the anchor survey, the ship was positioned roughly a quarter of a mile downwindfor a 24-hour comparison of ship and buoy meteorological sensors. On October 9 conditionswere too rough to launch a small boat, so a close approach to the buoy was made with the ship toobserve the functioning of the floating SST sensor and to gauge the mean waterline of the buoy.Shortly after, a piece of yellow plastic was observed in the water. Upon recovery, this was foundto be a portion (~1/8 of one side) of a yellow hardhat from a glass ball, suggesting one ball hadimploded upon deployment. Telemetry from the buoy was received directly and by e-mail fromWHOI, and all indications were that the IMET systems were functioning well and the buoyholding on station. At 1400 local on October 8, R/V Melville departed the mooring site, sailingeastward along 20°S.

The underway watch was restarted at 1200 local. The handheld meteorologicalobservations and manual logging carried out on the outbound leg were not repeated. Steamingeast along 20°S, CTD stations were made every degree of longitude. XBTs were dropped every15' of longitude in between. and the ship left to begin the passage back to San Diego. The shipwas unloaded on May 5 and 6, 1997 and the gear shipped back to WHOI. The results of theinbound sampling are discussed in Section 2.

At 0800 local on October 14, 2000, R/V Melville docked in Arica. Unloading wascompleted on October 15.

Note: From The start of the cruise until 0200 local on October 5, local=UTC-4. Toaccommodate the shift in sunrise/sunset due to moving west, at 0200 local on October 5, theclocks were retarded and local = UTC-5.

47

Acknowledgments

The captain, Eric Buck, and crew of the R/V Melville, and the Resident MarineTechnician, Ron Comer, and Computer Technician, John Chatwood, deserve special thanks fortheir hard work and dedication in making Cook 2 a total success. The facilities support staff andthe shops at WHOI, especially the Mooring and Rigging shop, and their personnel are due muchcredit for the purchasing, design, fabrication, preparation, and shipping of all the equipmentdeployed and used on this cruise. Members of the Mooring and Rigging shop were essential tothis effort.

This work was supported by the National Oceanic and Atmospheric Administration GrantNo. NA96GP0429

References

Trask, Richard P., Bryan S. Way, William M. Ostrom, Geoffrey P. Allsup, and Robert A. Weller,1995. Arabian Sea Mixed Layer Dynamics Experiment, Mooring Deployment CruiseReport, R/V Thomas Thompson Cruise Number 40, 11 October-25 October 1994. UpperOcean Processes Group, UOP Technical Report 95-1, Woods Hole OceanographicInstitution Technical Report WHOI-95-01, 64 pages

Heinmiller, Robert H., 1976. Mooring Operations Techniques of the Buoy Project at the WoodsHole Oceanographic Institution. Woods Hole Oceanographic Institution TechnicalReport, WHOI-76-69, 94 pp.

Trask, Richard P., and Robert A. Weller, 1995. Cyclic Fatigue Testing of Surface MooringHardware for the Arabian Sea Mixed Layer Dynamics Experiment. Upper OceanProcesses Group, UOP Technical Report 95-15, Woods Hole Oceanographic InstitutionTechnical Report, WHOI-95-16, 66 pp.

48

Appendix 1: Cruise Participants

WHOIRobert Weller, Chief ScientistPaul BouchardJim DunnMelanie FewingsAlbert FischerSandy LucasWill OstromJim Ryder

Chilean Navy Hydrographic and Oceanographic Service (SHOA)Claudia ValenzuelaManuel Castillo

University of ConcepcionRodrigo CastroLuis CuevasMarcelo GutierrezCarlos MoffatMarcel RamosEfrain RodriguezWolfgang Schneider

Universidad Catolica de ValparaisoCesar Hormazabal

SIORon Comer, resident technicianJohn Chatwood, computer technician

49

APPENDIX 2: XBT TEMPERATURE PROFILES

Table 11: Outbound XBT station locations, filenames, and comments.

Note that the locations are approximate based on handwritten logs, but time UTC anddate are correct. The exact GPS location of launch is stored in the header of each datafile, butthe time and date stored there are incorrect, since they were incorrectly set on the XBT launchcomputer. Also, note that the mixed layer depth logged in stations 194-210 and 218-224 is theseasonal thermocline depth. Data quality comments are extracted from the handwritten log, andfrom a first rough look at the data.

XBT Oct-00 Time mixedtype Lat (°S) Lon (°W) day (UTC) Filename layer Data quality commentsT7 18 32.9100 070 34.7200 3 0005 T7_00194 35T7 18 36.0000 070 40.0000 3 0049 T7_00195 Bad castT7 18 43.7000 070 47.5000 3 0133 T7_00196 40T7 18 46.8700 070 51.8000 3 0200 T7_00197 40T7 18 49.4650 070 56.9980 3 0233 T7_00198 50T7 18 52.3000 071 02.1000 3 0300 T7_00199 50T7 18 55.2700 071 09.6400 3 0330 T7_00200 55T7 18 58.6313 071 16.3895 3 0409 T7_00201 60T7 19 01.1510 071 20.8711 3 0433 T7_00202 60T7 19 04.6300 071 26.5800 3 0503 T7_00203 85T7 19 07.7100 071 31.6900 3 0533 T7_00204 75T7 19 10.5900 071 36.5300 3 0600 T7_00205 70T7 19 15.1900 071 44.4900 3 0644 T7_00207 65T7 19 18.4100 071 49.9500 3 0714 T7_00208 85T7 19 21.2800 071 54.7700 3 0731 T7_00209 75T7 19 25.7000 072 02.0680 3 0805 T7_00210 60 XBT lat/lon logged after cast, 0822T7 19 27.1084 072 04.3700 3 0833 T7_00211 60T7 19 30.3400 072 09.8200 3 0904 T7_00212 50T7 19 33.2900 072 14.8500 3 0931 T7_00213 60T7 19 36.9579 072 21.1830 3 1006 T7_00214 50T7 19 39.9690 072 26.1860 3 1034 T7_00215 60T7 19 42.8000 072 31.0600 3 1101 T7_00216 60T7 19 46.0000 072 36.3900 3 1131 T7_00217 25T7 19 52.3280 072 46.8390 3 1230 T7_00218 95T7 19 55.4100 072 52.1800 3 1300 T7_00219 95T7 19 58.6400 072 57.5900 3 1330 T7_00220 90

3 1401 On station CTD 1, thermosalinograph turnedon 1725Z

T7 20 01.4558 073 04.4740 3 1818 T7_00221 60T7 20 00.8000 073 14.0200 3 1859 T7_00222 60FD 20 00.6104 073 16.8337 3 1918 TF_00223 60T7 20 00.2500 073 24.7000 3 1954 T7_00224 40T7 20 00.1408 073 30.5193 3 2021 T7_00225 40T7 20 00.0376 073 36.8260 3 2051 T7_00226 50T7 19 51.9104 073 43.8181 3 2123 T7_00227 60 During XBT save, a possible error occurred;

data looks OK (skipped file 228)T7 19 59.9600 073 50.6200 3 2155 T7_00229 XBT wire broken; data bad below 200 mT7 20 00.0200 073 56.6300 3 2222 T7_00230 60T7 20 00.0200 074 02.7600 3 2250 T7_00231 60T7 20 00.0136 074 10.3659 3 2322 T7_00232 70T7 19 59.9610 074 16.5807 3 2352 T7_00233 80T7 19 59.9500 074 22.9400 4 0021 T7_00234 100T7 20 00.1000 074 31.2400 4 0102 T7_00235 95T7 20 00.1513 074 38.1490 4 0133 T7_00236 90T7 20 00.0059 074 45.4639 4 0204 T7_00237 80T7 19 59.9500 074 50.6390 4 0234 XBT bad (no file, no number skipped)T7 19 59.9800 074 56.9900 4 0300 T7_00238 75

50

T7 20 00.0150 075 04.0330 4 0330 T7_00239 100T7 19 59.8874 075 11.0062 4 0401 T7_00240 60T7 19 59.9640 075 17.1601 4 0431 T7_00241 65T7 20 00.0683 075 23.3670 4 0459 T7_00242 60T7 20 00.0887 075 29.9630 4 0532 T7_00243 60T7 20 00.0852 075 36.4086 4 0559 T7_00244 300 Bob says bad cast; ML >300T7 19 59.9735 075 42.0025 4 0630 T7_00245 55T7 19 51.9106 075 49.5162 4 0701 T7_00246 55-60T7 19 59.9465 075 56.0545 4 0731 T7_00247 50T7 19 59.9400 076 02.8100 4 0800 T7_00248 40T7 20 00.0851 076 09.6656 4 0831 T7_00249 60T7 19 59.9800 076 17.2220 4 0906 T7_00250 70T7 19 59.9262 076 22.6202 4 0931 T7_00251 60T7 19 59.9300 076 29.4200 4 1002 T7_00252 50T7 20 00.0640 076 35.8950 4 1030 T7_00253 60T7 19 59.9900 076 42.4100 4 1100 T7_00254 70T7 19 59.9300 076 48.6800 4 1130 T7_00255 60T7 19 59.9900 076 57.0300 4 1208 T7_00256 80T7 19 59.9800 077 02.0900 4 1232 T7_00257 90T7 19 59.9500 077 05.5100 4 1247 T7_00258 85

4 1330 XBT machine down to fix SeaBeam plotterT7 19 59.9100 077 21.8800 4 1404 T7_00259 95 XBT computer time Set to local (-4)T7 20 00.0000 077 28.8400 4 1435 T7_00260 100T7 20 00.4000 077 35.2400 4 1504 T7_00261 100T7 20 00.1000 077 41.6600 4 1534 T7_00262 100T7 19 59.9471 077 47.3640 4 1601 T7_00263 100T7 20 00.0000 077 55.5800 4 1634 T7_00264 100T7 20 00.1000 078 02.0200 4 1706 T7_00265 100T7 20 00.2000 078 08.7900 4 1734 T7_00266 100T7 19 59.9500 078 15.6000 4 1802 T7_00267 100 logged good, but looks bad below 200mT7 19 59.9300 078 22.1800 4 1834 T7_00268 100T7 19 59.9400 078 28.5800 4 1910 T7_00269 120FD 19 59.9400 078 35.5700 4 1935 TF_00270 90T7 19 59.9500 078 39.7810 4 2000 T7_00271 110T7 19 59.9600 078 46.1700 4 2029 T7_00272 110T7 19 59.9500 078 53.2800 4 2101 T7_00273 110T7 19 59.9800 078 59.8900 4 2131 T7_00274 110T7 19 59.9800 079 06.7100 4 2203 T7_00275 110T7 20 00.0150 079 13.2830 4 2232 T7_00276 120T7 20 00.0340 079 19.1624 4 2300 T7_00277 120T7 20 00.0100 079 26.1120 4 2332 T7_00278 140T7 19 59.9900 079 35.2400 5 0013 T7_00279 140T7 20 00.0500 079 39.2800 5 0031 T7_00280 140T7 20 00.0200 079 44.7900 5 0100 T7_00281 140T7 19 59.9400 079 52.5200 5 0131 T7_00282 120T7 20 00.0500 079 59.5900 5 0204 T7_00283 100T7 20 00.0200 080 05.7300 5 0231 T7_00284 115T7 20 00.0030 080 12.9000 5 0303 T7_00285 110T7 20 00.0370 080 18.4400 5 0328 T7_00286 110 Logged good, but all XBT data looks badT10 20 00.0314 080 26.7423 5 0406 T0_00287 115 Used T-10 since no T-7 could be foundT7 19 59.9600 080 33.5300 5 0433 T7_00288 100T7 19 59.9100 080 39.6000 5 0504 T7_00289 130T7 19 59.9900 080 45.9400 5 0533 T7_00290 135T7 20 00.1400 080 53.0900 5 0606 T7_00291 110T7 20 00.1000 080 59.3600 5 0634 T7_00292 130T7 20 00.0454 081 06.2684 5 0706 T7_00293 95 First probe did not load properly; had to get

anotherT7 20 00.0701 081 12.2506 5 0734 T7_00294 80T7 20 00.1152 081 18.7332 5 0804 T7_00295 125T7 20 00.3092 081 24.9388 5 0832 T7_00296 100T7 20 00.0420 081 32.2870 5 0904 T7_00297 100T7 19 59.9530 081 38.9450 5 0934 T7_00298 80T7 20 00.0104 081 45.2834 5 1002 T7_00299 110T7 20 00.1126 081 52.0711 5 1032 T7_00301 120 error in file T7_00300; quit program and

restarted

51

T7 20 00.0370 081 59.2380 5 1105 T7_00302 130T7 19 59.9898 082 05.1036 5 1132 T7_00303 140T7 19 59.9008 082 11.8615 5 1202 T7_00304 110T7 20 00.1040 082 18.4570 5 1231 T7_00305 130T7 20 00.0200 082 24.7500 5 1300 T7_00306 140T7 19 59.9200 082 31.9400 5 1332 T7_00307 150T7 19 59.9700 082 38.0700 5 1400 T7_00308 125T7 20 00.0000 082 46.2500 5 1437 T7_00309 140T7 20 00.0500 082 52.6800 5 1503 XBT: Bad (no file)T7 20 00.0500 082 59.1000 5 1532 T7_00311 150 Marked bad in log; data looks OKT7 19 59.9700 083 04.8000 5 1601 T7_00312 150T7 19 59.9600 083 11.3400 5 1630 T7_00313 160T7 19 59.9697 083 18.0225 5 1701 T7_00314 145T7 19 59.9900 083 25.4200 5 1734 T7_00315 150T7 20 00.0400 083 33.8200 5 1811 T7_00316 150T7 30 00.0090 083 39.9700 5 1838 T7_00317 160T7 20 00.0190 083 45.2250 5 1903 T7_00318 165T7 20 00.0366 083 52.5041 5 1935 T7_00319 170T7 20 00.0316 083 59.2925 5 2007 T7_00320 170T7 20 00.0431 084 05.3610 5 2035 T7_00321 170FD 20 00.0614 084 11.0876 5 2101 TF_00322 160T7 20 00.0000 084 17.4700 5 2130 T7_00323 160T7 20 00.1100 084 23.8500 5 2159 T7_00324 140T7 20 00.0600 084 31.1100 5 2233 T7_00325 130T7 19 59.9947 084 37.1532 5 2301 T7_00326 140T7 19 59.9186 084 43.7678 5 2332 T7_00327T7 19 59.9500 084 49.9990 6 0001 T7_00328 170T7 20 00.0425 084 57.0079 6 0033 T7_00329 150

6 0106 Start bottom survey, stop outbound XBTs

Table 12: Locations of CTD casts

Station N° DateStart Time

[UTC]Start Latitude[dd°mm.mm’]

Start Longitude[ddd°mm.mm’]

Depth[m]

1 00-10-06 20:20 20° 13.64’S 085° 3.07’W 44592 00-10-09 01:22 19° 59.99’S 084° 0.07’W 43653 00-10-09 10:22 19° 59.95’S 083° 0.06’W 43794 00-10-09 20:19 19° 59.97’S 082° 0.44’W 40065 00-10-10 05:12 19° 59.99’S 081° 0.05’W 33006 00-10-10 14:44 20° 0.08’S 080° 0.23’W 37937 00-10-11 03:05 20° 0.01’S 078° 30.02’W 41908 00-10-11 14:04 20° 0.04’S 077° 0.08’W 46079 00-10-12 02:00 20° 0.20’S 075° 30.05’W 498010 00-10-12 13:16 20° 0.25’S 074° 0.06’W 474211 00-10-13 01:18 20° 0.33’S 072° 23.17’W 404312 00-10-13 10:31 20° 0.02’S 071° 19.31’W 550013 00-10-13 16:35 20° 0.0’S 071° 0.00’W 3006

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58

APPENDIX 3: WHOI Instrumentation Deployed During STRATUS 1

A. INSTRUMENT INFORMATION (Serial numbers, deploy time, sampling rates)

Table 13: Instrumentation Mounted On 3 Meter Discus Buoy Tower And Bridle

Parameter Sensor ID SamplingRate/Record

Rate

Time Deployed Time Spike(UTC)

Start - Finish

Elevation relativeto water line

(meters)

IMET system 1 Logger 117 1 Min.

Wind speed WND 104 3.39

Wind direction WND 104 3.39

Air Temperature TMP 102 2.04

Relative Humidity HRH 108 2.74

Barometric Pressure BPR 107 2.79

Precipitation PRC 102 3.14

Long-wave Radiation LWR 101 3.48

Short-wave Radiation SWR 11115:00:15 -15:02:02

4 October 2000

3.47

Sea Temperature SST 003 -0.57


Wind speed WND 105 3.32

Wind direction WND 105 3.32

Air Temperature TMP 104 2.02

Relative Humidity HRH 110 2.77

Barometric Pressure BPR 106 2.83

Precipitation PRC 101 3.17

Long-wave Radiation LWR 106 3.58

Short-wave Radiation SWR 10915:00:15 -15:02:02

4 October 2000

3.57

Sea Temperature SST 104 -0.57

Stand-aloneRelative Humidity

HRH 204 2.75

Tidbit Air Temp 358910 30 Min. 19:23-20:1429 Sept. 2000

2.20

SBE-39 Floating SST 0072 5 Min. 22:01 - 22:1128 Sept. 2000

-0.02

Tidbit Sea Temp 358909 30 Min. 19:23 - 20:1429 Sept. 2000

-0.57

SeaCat Conductivity/Temperature

1878 3.75 Min. 20:29 - 20:3828 Sept 2000

-0.57

59

Table 14: Instrumentation mounted on the mooring line of the 3 meter discus buoy

Instrument SerialNumber

Depth fromMooringDiagram(meters)

SamplingRate/Record

Rate

TimeDeployed(Record

Start)

Time Spike(UTC)

Start - Finish

Depthrelative towater line(meters)

Parameter(s)

Measured

SeaCat 1875187323251880

3.7171630

3.75 Min. 20:29 - 20:3828 Sept. 2000

Temperature

Conductivity

BranckerT-Pod

3763449133013831383037643258326344954485422838363259

1335

47.55570

77.592.5100115145160220250

30 Min. 19:59 – 21:0128 Sept 2000

Temperature

VMCM

New GenVMCM

VM038

VM037

VM01

10

20

350

7.5 Min. 13:30:45

13:19:01

14:54:10

7 Oct 2000(Bands Off)

ϕ 17:33:00κ 20:03:00ϕ 17:35:00κ 20:04:00ϕ 17:32:00κ 20:05:003 Oct 2000

(Rotor Spin)

East and NorthCurrents

MicroCat 13281326130513301306

4062.585130190

3.75 Min. 20:15 - 20:2828 Sept 2000

TemperatureConductivity

SBE-39 005000480049

25 (on Chlam)349350

5 Min. 22:01 - 22:1128 Sept 2000

Temperature

Chlam ACH0126 25 2 Hours

ADCP TSN-1218 135 30 Min East and NorthCurrents

FSI 1325A 235 30 Min East and NorthCurrents

Tidbit 358909358907358908

(on bridle)10 (on VMCM)16 (on SeaCat)

30 Mins 19:23-20:1429 Sept. 2000

1 (on bridle)

AcousticRain Guage

F9 23.5 Precipitation

60

B.MOORING LOG

68

C. INSTRUCTIONS FOR LOADING THE RDI WORKHORSE ADCP INTO CAGE

The fit of the instrument into its titanium cage is very tight, and the following insertionprocedure (Figure 36) works successfully.

1 2 3 4

Slide ADCP into�cage tailfirst

Swing head �between�clamps

Slide head�downwards,�just clearing �lower clamp

Twist head if�necessary�to fit into place

5

Loosely attach�clamps with�titanium hardware,�then slide neopreneinto place before�tightening.

Figure 36: Diagram describing insertion of RDI ADCP into cage.

69

APPENDIX 5: STRATUS MOORING DEPLOYMENT PROCEDURES

The STRATUS surface mooring deployed from the R/V Melville was set using the UOPtwo phase mooring technique. Phase 1 involved the lowering of approximately 40 meter ofinstrumentation over the starboard side of the ship. Phase 2 was the deployment of the buoy intothe sea. The benefits from lowering the first 40 meters of instrumentation are three fold in that:(1) it allows for the controlled lowering of the upper instrumentation; (2) the suspendedinstrumentation, attached to the buoy’s bridle acts as a sea anchor to stabilize the buoy during thedeployment of the buoy; and (3) the 80 meter length of paid out mooring wire andinstrumentation provides adequate scope for the buoy to clear the stern without capsizing orhitting the ship. The remainder of the mooring is deployed over the stern. The followingnarrative is the actual step by step procedure used for the STRATUS mooring deployed from theR/V Melville. The ship deck layout, available personnel and mooring handling equipment needto coincide when developing a surface mooring deployment scenario.

The basic deck equipment and deck layout is illustrated in Figure 37. The mooring gearused in the deployment of the surface mooring included: the TSE winch, main crane, jib craneand the standard complement of chain grabs, stopper and slip lines.

The TSE winch drum was pre-wound with the following mooring components listed fromdeep to shallow:

300 m 7/8” nylon - adjustable500 m 7/8” nylon500 m 7/8” nylon200 m 7/8” nyloncanvas tarp barrier interface100 m 3/8” wire200 m 3/8” wire500 m 3/8” wire500 m 3/8” wire300 m 3/8” wire100 m 3/8” wire100 m 3/8” wire

A canvas tarp was placed between the nylon and wire rope to prevent the wire fromburying into the nylon line when under tension. These mooring components were pre-woundonto the TSE winch within 24 hours of deployment. A tension cart was used to pretension thenylon and wire during the winding process. The sea condition during the deployment causedgreater than usual line tension, which caused some loosening of wire turns towards the end of thewire to nylon shot. Additionally, some loosening could have been caused by the nyloncompressing. The canvas shifted during the pay out of the wire rope exposing a small area ofnylon line. The wire buried slightly and jammed over itself. The wire was stopped off using akevlar “Yale” grip lashed to the wire. The line tension was transferred to the grip and the fouledwire was un-jammed, without damage.

70

The personnel utilized during the first phase of the operation were: a deck supervisor,winch operator, 4 mooring wire handlers, crane-whip man, and a 01 crane operator. Figure 37illustrates the positioning of personnel during the instrument lowering phase.

2700 discus buoy18600 anchors 7000 TSE winch14000 ragtop container 2000 dragging gear 3750 wire & nylon rope 2000 poly pro line 3000 mooring hardware deck boxes53050 lbs. main deckload

TSE winch

ladder

A-framehanger

air tugger

deck boxdragging gear

anchors

jib crane

20' containerragtop

H- bit

2 sections bulwark removed

deck box

deck cleatinstrument stagging area

R/V Melville - STRATUS deck planW.Ostrom9/29/00version: 2scale: 1" = 15'note: hauling wire handler postion

instrument lower area

stopper line

nylon/polypro

hauling wire

Figure 37: Basic deck equipment and deck layout

71

Prior to the deployment of the mooring a 100 meter length of 3/8” diameter wire rope orhauling wire was paid out to allow its bitter end to be passed out through the center of the A-frame and around the aft starboard quarter and up forward along the starboard rail to theinstrument lowering area.

The four hauling wire handlers were positioned around the aft port rail. Their positionswere in front of the TSE winch, the center of the A-frame, aft starboard quarter, andapproximately 5 meters forward along the starboard rail. The wire handler’s job was to keep thehauling wire from fouling in the ship’s propellers and pass the wire around the stern to theclosest line handlers on the starboard rail.

Prior to starting the mooring deployment, the ship hove to with the ship’s bow positionedso that the wind was slightly on the starboard bow. The 01 crane was extended out so that therewas a minimum of 10 meters of free whip hanging over the instrument lowering area. All thesub-surface instruments had been staged in their order of deployment on the starboard side maindeck. Instrumentation from 40 meters to the surface had a pre-connected shot of chain or wireshackled to the top of the instrument. Instrumentation 47.5 meters and deeper had their chain orwire shot secured to the bottom of the instrument.

The free end of the hauling wire was off spooled from the TSE winch, and passedthrough the A frame, out around and up to the instrument lowering area. The first instrumentsegment to be lowered was the 6.2 meter length of 7/16” wire rope, 40 meter depth MicroCat,3.77 meter length of 3/4” chain, 35 meter Brancker temperature recorder and 3.7 meter shot of3/4” chain. The instrument lowering commenced by shackling the bitter end of the hauling wireto the free end of the 6.2 meter length of 7/16” wire rope shot. The crane whip hook suspendedover the instrument lowering area was lowered to approximately 1 meter from the deck. A 2meter long green “Lift All” sling, slung in a barrel hitch, through a 3/4” chain grab was hookedonto the crane hook. The chain grab was hooked onto the 3.7 meter 3/4” chain approximately .5meters from the free end. The sling was hooked onto the crane hook. The crane whip was raisedup so that the chain and instruments were lifted off the deck approximately 0.5 meters. The cranewas instructed to swing outboard one meter to clear the ship’s side and slowly lowered its whipand attached mooring components down into the water. The TSE winch simultaneously paid outthe hauling wire. The wire handlers positioned around the stern tending the hauling wire eased itover the starboard side and allowing only enough wire over the side to keep the deepest mooringsegment vertical in the water. The 3.7 meter 3/4” chain was stopped off .5 meter above theship’s deck, using a 3/4” chain grab attached to an Ingersal Rand 1000 lb. line pull air tuggerline. The crane was then directed to swing slightly inboard and lower its 3/4” chain grab to thedeck. The air tugger’s line hauled in enough to take over the load from the crane’s chain grab.The crane hook was removed. A 3/4” diameter, nylon stopper line with a Renfro snap hook wasthen hooked into the loose end link shackled to the bitter end of the 3/4” chain and secured to adeck cleat. The tugger line was then eased off transferring the tension to the stopper line.

The next segment in the mooring to be lowered was the 30 meter SEACAT, and 2.74 mlength of 3/4” chain. The instrument and chain were brought into the instrument lowering areawith the instrument bottom end pointing outboard so that it could be shackled to the top of thestopped off chain shot. The loose end of the chain, fitted with a 3/4” chain shackle and 7/8” endlink, was again hooked onto the crane whip using a slung chain grab. The crane whip was raised

72

taking with it the chain and instrument into a vertical position, 0.5 m off the deck. Once thecrane’s whip had taken the load of the mooring components and hanging over the side, thestopper line was slackened and removed. The crane swung outboard and the whip lowered. TheTSE winch slowly paid out the hauling wire at a pay out rate similar to the descent rate of thecrane whip.

The operation of lowering the upper mooring components in conjunction with the pay outof the hauling wire was repeated up to the 0.48 meter shot of 3/4” chain shackled to the 3.71meter depth SEACAT. At this point the chain segment attached to the SEACAT was stopped offto the deck by inserting a 1/2” screw pin shackle and 5/8” pear ring into the middle of the 0.48meter length of 3/4” chain. The air tugger line was hooked into the pear ring and drawn tight asthe crane whip lowered the chain to the deck edge. The crane whip and chain grab wereremoved. The free end of 0.48 meter 3/4” chain was then shackled to the 1” end link attached todiscus bridle universal joint.

The second phase of the operation was the launching of the discus buoy. There were threeslip lines rigged on the discus to maintain constant swing control during the lift. One waspositioned on the bridle, tower bail and a buoy deck bail (Figure 38). The 30 ft. bridle slip linewas used to stabilize the bridle and allow the hull to pivot on the bridle’s apex at the start of thelift. The 60 ft. tower slip line was rigged to check the tower swing as the hull sung outboard. A75 ft. buoy deck bail slip line was the most important of all the slip lines. This line prevented thebuoy from spinning as the buoy settled out in the water. This is important so that the quickrelease hook, hanging from the crane’s whip, could be released without fouling against the discustower. The buoy deck bail slip line was removed just following the release of the discus into thesea. One additional line called the whip tag line was used in this operation. This tag line was tiedto the crane whip headache ball to help pull the whip away from the tower’s meteorologicalsensors once the quick release hook had been released and the discus cast adrift.

The personnel utilized for this phase of the operation included a deck supervisor, TSEwinch operator, two hauling wire handlers, three slip line handlers, a 01 crane operator, a cranewhip tag line handler and quick release hook handler.

With all three slip lines in place the crane was directed to swing over the discus buoy.The extension of the crane’s boom was approximately 60 ft. The crane’s whip was lowered tothe discus and the quick release hook attached to the main lifting bail. Slight tension was takenup on the whip to take hold of the buoy. The chain lashing, binding the discus to the deck wereremoved. The tugger line holding the suspended 40 meters of mooring string up the apex of thediscus bridle was eased off to allow the discus to take on that hanging tension. The discus wasthen raised up and swung outboard as the slip lines kept the hull in check. The bridle slip linewas removed first followed by the tower bail slip line. Once the discus had settled into the water(approximately 15 ft. from the side of the ship), and the release hook had gone slack, the quickrelease hook handler pulled the trip line and cleared the whip away from the buoy (forward) withthe help of the whip tag line handler. The slip line to the buoy deck bail should be cleared atabout the same time the quick release hook is tripped or slightly before. If the discus werereleased prior to the buoy settling out in the water the tower could swing into the whip and causepotential damage to the tower sensors. The ship then maneuvered slowly ahead to allow thediscus to pass around the stern of the ship.

73

Figure 38: Three slip lines rigged on the discus to maintain constant swing control duringthe lift.

The TSE winch operator was instructed to slowly haul in the hauling wire once the discushad drifted behind the ship. The ship’s speed was increased to 1 kt. through the water in order tomaintain a safe distance between the discus and the ship. Once this occurred the bottom end ofthe 6.2 meter shot of 7/16” wire rope shackled to the hauling wire was hauled in and stopped offat the transom, using a 20 meter length of 3/4” Samson 2 and 1 nylon and a 2 ton snap hook.This line was fair leaded from a 8” snatch block shackled to the front of the winch and back to adeck cleat. The next instrument, 47.5 meter depth Brancker temperature recorder and pre-attached wire shot, 6.2 meter 7/16” wire rope were brought out and shackled to the bitter end ofthe stopped off wire rope. The free end of 6.2 meter wire rope shackled to the bottom of theBrancker’s load bar was then shackled to the free end of hauling wire. The hauling wire washauled in onto the TSE winch to take up the loose slack of that wire shot. A canvas cover waswrapped around the shackles and termination, before being wound up onto the winch drum. Thepurpose of the canvas was to encapsulate the shackles and wire rope termination to preventdamage from point loading the lower layers of wire rope and nylon already on the drum. ThenTSE winch slowly took up the mooring tension away from the stopper line hooked onto the 6.2meter wire rope. The line stopper was removed. The TSE winch paid out allowing the Branckerto be eased over the stern. As the bottom end of 6.2 meter wire shot came off the TSE winchdrum , the canvas wrap was removed and a stopper line hooked onto the 7/8” end link, whichwas shackled between the hauling wire and 6.2 meter wire shot. The TSE winch paid out themooring wire slowly and pulling the stopper line aft to approximately 2 meters from the transomedge. The stopper line was secured to the deck cleat. The TSE winch eased off the mooring

74

tension to the deck cleat. The hauling wire was unshackled, and the next instrument and wireshot were brought out to the stopped off wire. The process of instrument insertion was repeatedfor the remaining instruments. As the number of instruments deployed increased so did themooring tension and it became more difficult to manually lift each instrument over the stern without potential damage from dropping the instrument onto the deck. To help elevate the mooringwire during wire pay out and instrument deployment over the transom, the ship’s jib cranelocated on the starboard aft quarter was used. The crane was positioned so that the crane’s whiphang over the mooring wire 3 meters forward of the transom. A 10” snatch block was hookedonto the crane whip hook. The block was hooked around the mooring wire, forward of theinstrument to be deployed. The crane whip was hauled in lifting the mooring wire and instrumentso that the mooring wire fleet angle was off the transom edge to allow the instrument to travelover the side unobstructed. The ship’s speed during this phase of the mooring operations wasapproximately 1 to 1.5 kts. Once the remaining instruments had been deployed, the 10 “snatchblock was replaced with the WHOI designed, Gifford mooring block to support the long lengthof wire and nylon line. This block has a large shieve and extra wide throat so that terminations,shackles and rings can pass through it.

The long lengths of wire and nylon were paid out approximately 10% slower than theship’s speed through the water. This was accomplished by using a digital tachometer, Ametekmodel #1726, to calculate the mooring pay out speed verses the ship’s speed through the water.This tool was used as a check to see that the mooring was always being towed slightly duringdeployment. The selected readout from the tachometer was in miles per hour.

All the mooring wire and nylon on the TSE drum was paid out and the end of the nylonwas stopped off to a deck cleat. The mooring was set up for a temporary towing in the followingmanner. A 5 meter length of 1/2” trawler chain was secured to stopped off nylon end A secondstopper line was hooked onto the chain. Both stoppers were eased out so that 1 to 2 meters of thechain shot was past the stern and secured to deck cleats. The speed of the ship was around 1knot. A Reel-O-Matic tension cart was positioned along side the TSE winch. The last 500 meterlenght of 7/8” nylon was mounted to the cart. The nylon was fairleaded to the TSE winch andwound up onto the drum. The free end of the nylon was shackled to the stopped off 1/2” chainand hauled in, pulling the deployed nylon termination back onto the deck. This termination wasstopped off and the towing chain was removed. The nylon terminations were shackled togetherand pay out continued. The mooring was stopped off 1 meter from the transom using a stopperline.

An H-bit cleat was positioned in front of the TSE winch and secured to the deck. The freeend of the 2000 meters shot of nylon / polypropylene line stowed in two wire baskets locatedagainst the rag top container was bent around the H-bit and passed on to the stopped off mooringline. Figure 39 and photograph Figure 40 details how this line was reeved around the H-bit. Theshackle connection between the two nylon shots was made. The line handler at the H-bit pulledin all the residual slack in the line and held the line tight against the H-bit. The stopper line wasthen eased off and removed. It was found to be very important to that the H-bit line handler keepthe mooring line parallel to the H-bit with constant moderate back tension at all times, while themooring tension was on the H-bit. The position of the line handler is detailed in photographFigure 41. The H-bit line handler with the aid of one assistant eased out the mooring line around

75

high tension

low tension

AFT FORWARD

2'-4"

2'-4"

0'-6 1/2"

1'-8"0'-9 1/2"

0'-8"

0'-4 1/2"

0'-1"

3'-7"

H-Bitscale 1"= 12"

H-Bit line fair lead detail

Figure 39: H-Bit winding for releasing the final 2000 m of line.

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Figure 40: Details how this line was reeved around the H-bit

Figure 41: Position of the line handler and assistant.

77

the H-bit at the appropriate pay out speed relative to the ships speed through the water. While thenylon / polypropylene line was being paid out, the main crane was used to lift out the 81 glassball out of the rag top container. These balls were staged fore and aft in 16 ball segments, aft ofthe starboard A-frame Figure 42. Once the end of the polypropylene line was reached pay outwas stopped and a length of 3/4” line was tied to the high tension side of the polypropylene lineusing a timber hitch knot. This line was than secured to a deck cleat. Another length of line wastied to the end thimble of polypropylene line, to be used as a safety checking line as the mooringline was eased around the H-bit. The TSE winch tag line was shackled to the end of thepolypropylene line. The winch line and mooring line were wound up taking the mooring tensionaway from the timber hitched stopper line. The stopper line was removed. The TSE winch paidout the mooring line so that its thimble was approximately 1 meter from the ship’s transom.

The deployment of the 81 - 17” glass balls was accomplished by using two 20 meter long3/4” Sampson stopper lines fitted with 2 ton snap hooks, fair leaded through two 8” snatchblocks secured to the front of the TSE winch. This configuration of the deck stopper fair leadallowed for the maximum available distance between the TSE winch and the transom whilekeeping the mooring components centered in the front of TSE winch. The 81 glass balls werebolted on 1/2” trawler chain in 4 ball / 4 meter increments. As the glass balls were slung out ofthe rag top container, they were separated into 5 strings, approximately 16 meters long. The firststing of glass balls was dragged aft up to the stopped off polypropylene line. The free end of theglass ball string was then shackled onto the mooring line. The glass balls were stretched out up tothe front of the winch. A stopper line with a 2 ton snap hook was hooked onto a end link

Figure 42: Eighty-one glass balls in hard hats stowed on deck for deployment.

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positioned closest to the front of the winch and the line brought up tight and secured to a deckcleat. The stopper which was holding the mooring tension at the transom was then eased offallowing the load to shift to the forward stopper line. This stopper was slowly paid out as severaldeck personnel assist in dragging the remaining glass ball aft along the side of the TSE winch aft.The stopper line was paid out so that the adjacent glass ball out board of the stopper’s hookremained on deck with a segment of 1/2” trawler chain bent over the deck edge. The stopper linewas secured to the deck. The free stopper line again hooked onto the closest shackle, end link,shackle joint closest to the TSE winch. Tension was pulled up, and the line cleated, then the aftstopper line was eased off and removed. The next 16 glass ball segment was pull aft andshackled onto the end of the stopped off glass balls and the swapping stopper lines techniquerepeated so that the 5 meter length of 1/2” trawler chain shackled to the last ball string wasstopped off 1 meter from the transom. The deck supervisor made a conscious effort to make surethat the snap hooks were hooked and deck cleats were reeved correctly during the glass ballphase of the deployment.

The two acoustic releases and attached 1/2” trawler chain segments were deployed usinga air tugger hauling line revved through a block hung in the Aframe and the TSE winch.Shackled to the end of tugger line was a 1/2” chain grab. The 20 meter 1” Samson anchorpennant was shackled to the TSE winch tag line and pre-wound onto the winch drum. The testB.A.C.S. acoustic release was positioned on the fantail 1 meter from the transom. The stoppedoff 5 meter length of 1/2” trawler chain was shackled to the top of the release. A 5 meter lengthof 1/2” chain was shackled to the bottom of release and the loose end of the chain secured to theanchor pennant. The Aframe was positioned so that the hanging air tugger line and chain grabwas over the top end of the release. The tugger line was lowered and hooked onto the 1/2” chainapproximately 1 meter from the bottom end of the release. The anchor pennant was drawn up sothat all available slack in the line was taken up on the winch drum. The tugger line was hauledin lifting the release 1.5 meters off the deck. The Aframe was shifted out board with the TSEwinch slowly paying out its line. The tugger line hauled in and paid out during this shift outboard in order to keep the release off the deck as the instrument passed over the transom. Oncethe release had cleared the deck, the TSE winch pay out was stopped and the tugger line wasremoved. The 5 meter 1/2” chain was then stopped off with a stopper line and the anchorpennant was removed. The EGG acoustic release was positioned, rigged and deployed in asimilar fashion.

If there had been a need to tow the mooring for a period of time in order to reach anappropriate depth or location the mooring would have been rigged for towing from the after 5meter shot of trawler chain secured to the release. In this instance the depth was acceptable forthe mooring design so the anchor pennant was paid out with deck personnel holding chafing geararound the line, where the line bent over the transom. The 5 meter, 1/2” chain shackled to theanchor was lead out over the stern and back onto the deck. The bottom end of the pennant waspaid out parallel to the end of the 1/2” trawler chain. The free end of the 1/2” chain was thenshackled to the stopped off end link. A 1/2” screw pin shackle and a 5/8” pear ring were as wellsecured end link. A deck cleat was bolted to the deck positioned fore and aft 1 meter forward ofthe stopped off anchor pennant. This deck cleat was bolted down with a 1” eye bolt positionedon its aft end. A 20 meter length 3/4” Samson line was bent through the 5/8” pear ring and oneof its free ends tied in a bowline on to the cleat’s eye bolt. The free end of the line was pull tightand secured onto the horns of the cleat. The TSE winch tag line was eased off and removed. The

79

01 crane was shifted so that the crane whip would hang over and slightly aft of the anchor. Thewhip was lowered and the whip hook secured to the tip plate chain bridle. A slight strain wasapplied to the bridle. The chain lashings were removed from the anchor. The Samson line wasslipped off transferring the mooring tension to the 1/2” chain and anchor. The line was pulledclear and the crane whip raised 0.5 meters lifting the forward side of the tip plate causing theanchor to slide over board.

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APPENDIX 6: STRATUS ANTIFOULING COATING TEST

Erosion Rate Study of No Foul SN-1 on STRATUS Discus Buoy

W. Ostrom - WHOIM. Alex Walsh – E Paint Company, Inc.

The STRATUS discus hull was used as platform to evaluate two antifouling paints in anongoing test to evaluate antifouling paints suitable for moored aluminum buoy hulls andsubsurface instrumentation positioned in the photic zone. The Upper Oceans Processes grouphas traditionally relied on organotin-based antifouling paints such as Amercoat #635 (AmeronInternational Protective Coatings Group) and Micron 33 (International Paint). However, thisclass of antifouling paint has been banned by the International Maritime Organization (IMO),with use of these products phased out by 2003. Fears of an imminent ban of organotinantifouling paints as well as environmental and toxicological concerns with their use promptedmembers of the Upper Oceans Processes group to identify alternatives. Work began in the early90’s to identify an environmentally compliant replacement. Years of foul-resistance testingusing discus and guard buoys as platforms moored throughout the world have identified aneffective replacement for organotin antifouling paints, No Foul SN-1 manufactured by E PaintCompany, Inc. Instead of the age-old method of leaching toxic heavy metals, the patented NoFoul approach takes visible light and oxygen in water to create peroxides that inhibit thesettling of fouling organisms. Photogeneration of peroxides and the addition of an organic co-biocide, which rapidly degrades in water to benign by-products, make No Foul SN-1 an effectivealternative to organotin antifouling paints. Prolonged service life of No Foul SN-1, 2-3 years orequal to organotin-based antifoulants, has not been demonstrated scientifically. This researcheffort investigates the erosion characteristics of two No Foul SN-1 formulations in an attempt tocorrelate erosion rates with service life.

To compare erosion rate over time three products were tested, No Foul SN-1, No FoulSN-1+ and Micron 33. Micron 33 was used as a comparative control. No Foul SN-1 has beenrepetitively tested in the field and has shown good bonding and antifouling characteristics as wellas a demonstrated service exceeding 8 months (UOP technical report 98-02 page 98-101). Itwas concluded from this study that “No Foul SN-1, with adequate mil thickness, will perform aswell as tributyltin based antifouling antifoulants”. Because of the extended deployment period of12 months for the STRATUS mooring, an experimental formulation, SN-1+ was included in thisstudy. This version of the product is reported to ablate at a slower rate due to the addition of anUV stablizer to the formula. Degradation from exposure to ultraviolet light is the primary reasonfor rapid erosion on treat substrates positioned in the photic zone. The addition of a stablizer toSN-1+ consequently should reduce the erosion rate and provide a longer service life.

The discus hull bottom was painted in the following manner. The hull’s bottom was firstlightly sanded to remove loose debris and provide a coarse substrate for application of one coatof a high build epoxy primer, Devoe’s Bar-Rust 235. This coating was applied to act as a tie-coatbetween residual antifouling coatings still remaining on the discus hull and the new formulationsused for this study. The color of the primer was light gray. While the epoxy tie-coat was tack-

81

free but soft to finger pressure, as recommended by the manufacturer, the first coats of No FoulSN-1 were applied.

The hull of the discus buoy was sectioned off so that the SN-1 and SN-1+ were paintedon opposite sides. Immediately adjacent to each sample area, a 4” wide strip was left unprotectedto act as the control for the test. Between two unprotected control strips, running along thecenter of the discus bottom, Micron 33 was applied as a comparative control. The paint schemeis detailed in Figure 43. The weights of each paint applied per cm2 were measured in grams andthe coating thickness estimated. Table 15 below details the weight of each sample applied perunit area, estimated film thickness and dates of application.

All the test coatings upon the conclusion of the test will be photographed and filmthickness testing conducted to determine the erosion rates over time. The types and degree offouling present on discus hull upon recovery will be documented.

In addition to the discus buoy, instrumentation was also treated with antifouling coatings.Table 16 below details the preventive measures taken in protecting the subsurfaceinstrumentation against bio-fouling.

Table 15: Weights per unit area and estimated film thickness of antifouling paints appliedto the STRATUS discus buoy.

PAINTS APPLIED DATE COLOR SECTION A

(Inrespectiveorder) Chine Bottom

wt(g)/cm2 mils(dft) wt(g)/cm2 mils(dft)

No Foul SN-1 24-Jul-00 WHITE 0.02 2 0.02 2No Foul SN-1 25-Jul-00 GRAY 0.05 4 0.03 3No Foul SN-1 26-Jul-00 BLUE 0.03 3No Foul SN-1 27-Jul-00 BLUE 0.03 3 0.02 2

SECTIONB

No Foul SN-1+ 24-Jul-00 WHITE 0.03 <1

No Foul SN-1+ 24-Jul-00 GRAY 0.04 2

No Foul SN-1+ 25-Jul-00 BLUE n/d 2No Foul SN-1 25-Jul-00 BLUE 0.02 2 0.02 2No Foul SN-1 26-Jul-00 BLUE 0.03 3 0.03 3No Foul SN-1 27-Jul-00 BLUE 0.03 3 0.03 3No Foul SN-1 27-Jul-00 BLUE 0.02 2No Foul SN-1 1-Oct-00 WHITE n/d 5 n/d 5

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Table 16: Information regarding the antifoulants applied to instrumentation.

Instrument Paint Color # coats/mils(dft)

Application

DateApplied

VMCM cage SN-1 white 2/6mils. spray Aug-00VMCM sting SN-1 white 1/3mils. spray Aug-00VMCM fans SN-1 white 1/3mils. spray Aug-00VMCM assembled TempoTBT clear 1/3mils. spray Oct-00MicroCat trawl guard SN-1 white 1/3mils. spray Oct-00MicroCat trawl guard TempoTBT clear 1/3mils. spray Oct-00SEACAT trawl guard SN-1 white 1/3mils. spray Oct-00SEACAT trawl guard TempoTBT clear 1/3mils. spray Oct-00SEACAT sensorshield

SN-1 white 1/3mils. spray Oct-00

Brancker thermister SN-1 white 3/3mils. brush Oct-00Brancker trawl guard SN-1 white 1/3mils. spray Oct-00Brancker trawl guard TempoTBT clear 1/3mils. spray Oct-00Chlam cage SN-1 white 2/6mils. spray Aug-00Rain gauge TempoTBT clear 1/3mils. spray Oct-00FSST frame SN-1 white 2/6mils. brush Oct-00FSST frame assembled TempoTBT clear 1/3mils. spray Oct-00Discus bridle legs SN-1 white 3/9mils. brush Oct-00Discus bridle legs SN-1 blue 1/3mils. brush Oct-00

83

AFT

FORWARD

FORWARDAFT

SN-1 (old formulation)SN-1+ (improved formulation)Micron 33 (standard)control (unprotected)

STRATUS discus hull - leg 1anti-fouling paint testscale 1" = 2'W.Ostrom

Figure 43: Diagram of the Discus Buoy and Painting Scheme

84

Appendix 7: Shipboard Air-Sea Flux System Procedure Details

A sonic anemometer system for measuring turbulent wind flux (son-flux system) wasmounted on the jackstaff on the bow of the R/V Melville. The system was developed at WHOIby Jim Edson, Jon Ware, and Bob Weller. The sensor system mounted on the mast consisted of aGill R3A Ultrasonic Anemometer, a Crossbow DMU-AHRS motion sensing unit, and an OnsetTT8 interface. From the mast, a cable ran to an interface box which connected to a PC computerand two power supplies. The cable supplied power to the instrument and was also used forcontinual real-time data uploading to the PC. The logging software (Son_flux) was developed atWHOI by Jon Ware and Ed Hobart.

There are two calibration procedures for the DMU: zeroing of the rate sensor while tiedto the dock, and a hard iron calibration routine while the ship is underway. These are performedusing the Crosscut terminal program.

The data files recorded by the Son_flux software are named DDDSSSS.C1 where DDD isyearday and SSSS is the time of day (UTC) in seconds when the data in the file begins. Thedata files are written at intervals specified by the operator at the time when data acquisition isinitiated. Usually there is between 1 minute and 1 hour of data points per file. (Few-minute filesin testing mode; 1-hour files during actual deployment.)

September 28, 2000, in warehouse in Arica:

14:48:30 Set the PC clock to UTC.16:35 Started son-flux system logging with 1-hour files.16:41 Stopped logging. Everything looked fine with the real-time data display.16:42 Started logging with 2-minute files. File name did switch over as scheduled.16:49 Stopped logging.16:56 Started logging with 1-minute files.17:32 Stopped logging.

Checked calibration commands were working: in Crosscut,entered "ze" and got "Z0" responseentered "d" and got "D" responseentered "e" and got "E" response

19:10 Started logging with 3-minute files.19:16 Stopped logging. Everything ready to go until getting on the ship.

September 29, 2000, on board R/V Melville tied to Arica dock:Jim Ryder and Will Ostrom mounted the instrument on the mast. "N" markings on the

instrument case were aligned as closely as possible by eye to point forward along the midline ofthe ship. The underside of the large channel in the mounting bracket was 41' 4" above the water.This was before the UOP mooring equipment was loaded onto the ship, which would havedecreased the height of the instrument above the water. A digital level sitting flat in the channelof the mounting bracket read between 0.2-0.3 deg down when parallel to the ship's centerline,

85

and 2.3-3.0 deg up when perpendicular to the ship's centerline. The uncertainty in thesemeasurements is due to the movement of the ship while tied to the dock.

The computer, interface box, and power supplies were located in the science chart room.

23:36 Zeroed rate sensor. No hard iron calibration (ship not underway until October 2, 2000).23:42 Started logging with 1-hour files.

October 1, 2000, on board R/V Melville tied to Arica dock:22:17 Stopped logging in order to install surge protector.22:22 Started logging with 1-hour files.

October 2, 2000, on board R/V Melville tied to Arica dock:15:12 Stopped logging to re-zero rate sensor. Lots of horizontal surge at this dock - trying for a

better zero since ship was not still in the water last time rate sensor was zeroed.15:16 Started logging with 1-hour files.22:00 (approximately) R/V Melville departed Arica.

October 2, 2000, on board R/V Melville underway to mooring site:22:46 Stopped logging to do hard iron calibration.22:51 Started 720 deg rotation of ship.23:12 Finished ship rotation. DMU did not respond to "e" command within several minutes.23:13 Trying ship rotation again.23:35 Finished 720 deg rotation. DMU still did not respond.

Tried giving "d" command to DMU (got "D" response) followed immediately by "e"command. DMU did respond correctly ("E") this time. Apparently DMU timed outduring the ship rotation.

23:39 Started logging again without successful hard iron calibration.(Did not set hard iron calibration constants to zero.)

October 6, 2000Email from Jim Edson: the hard iron correction to the DMU's magnetic compass can be done

after the cruise using the ship's gyro compass data, which John Chatwood says is beingrecorded at least once per minute.

October 7, 2000, on board R/V Melville departing mooring site:22:41 Stopped logging to try hard iron calibration again, spinning ship faster.22:46 Started calibration.22:48 Stopped with incomplete calibration; ship not spinning fast enough yet.22:50 Started calibration again.22:56 Finished spinning ship 720 deg. Stopped calibration. No "E" response from DMU.23:05 Still no response from DMU. Gave up on hard iron calibration.23:08 Set hard iron calibration constants to zero with "h" command.23:10 Started logging.Jon Ware says Crossbow manufacturers recommend less than 2 minutes spinning time for theship, but Captain says even with bow thruster (not used here) the ship cannot spin any faster.

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Appendix 8: Data collected during the Cook 02 Cruise on the R/V Melville

SIO Data Files: Content, Format, Decoding

SeaBeam, Gravity, and Navigation Shipboard Data

The underway SeaBeam, gravity, and navigation data are recorded to the R/V Melville’smain computer log files in 1-minute intervals. Each record includes the GPS (PCODE) time andlocation, ship speed and heading, the water depth from center beam of the SeaBeam, and gravityfrom the gravimeter. The underway file is traditionally kept in the UWMGR/ directory and is inASCII format. It has a file name that is list.uwmrg.<cruise>, where yy is the two digit year, mmis the two digit month, dd is the two digit date, and <cruise> means the name of the cruise (e.g.,cook02mv). The files are in space separated, formatted, ASCII format. The column headers are:Day, Time (GMT), Latitude Deg, Min, Longitude Deg, Min., Course (Deg), Speed (Kts),Cum.Dist N.Miles, SeaBeam (Meters - Generic 1500m/s Sound Vel correction), SeaBeam(Meters - With Specific Sound Vel. Corrected), Magnetics Obsv, Mag. Anom, Gravity Obsv,Grav. Anom, Record In File. The data recorded during the Cook02 leg are shown in Figure 1through Figure 46. The full multi-beam SeaBeam mapping data are contained in the directoriesthat begin with SB*. Software to read and produce the SeaBeam maps is located here:http://www.ldeo.columbia.edu/MB-System/html/mbsystem_home.html.

-86 -84 -82 -80 -78 -76 -74 -72 -70-22

-21

-20

-19

-18Stratus 1: October 2 - October 14, 2000; Arica, Chile

Longitude

Latit

ude Oct.

3

Oct. 4

Oct. 5

Oct. 9

Oct. 10

Oct. 11

Oct. 12

Oct. 13

-85.25 -85 -84.75

-20.25

-20

-19.75Track Plot for Anchor Survey and Mooring Site

Longitude

Latit

ude

Oct. 6

Oct. 7

Oct. 8

Oct 14

Oct. 2

Figure 44: Track plot of the STRATUS 1 cruise. Positions are marked for noon local time.

87

0

50

100

150

200

250

300

350

Ship Course

Deg

ree

3 4 5 6 7 8 9 10 11 12 13

Oct

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2

4

6

8

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14Ship Speed

Kno

ts

3 4 5 6 7 8 9 10 11 12 13

Oct

0

500

1000

1500

2000Distance Traveled from Port

Nau

tical

Mile

s

3 4 5 6 7 8 9 10 11 12 13

Oct

Figure 45: Ship Course, Speed, and Distance Traveled (by Date)

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0

1000

2000

3000

4000

5000

6000

7000

8000

Met

ers

SeaBeam

3 4 5 6 7 8 9 10 11 12 13

Oct

9.783

9.7835

9.784

9.7845

9.785

9.7855

9.786

9.7865

9.787

9.7875x 10

5

mill

igal

s

Gravity

3 4 5 6 7 8 9 10 11 12 13

Oct

-250

-200

-150

-100

-50

0

50

100

mill

igal

s

Gravity Anomaly

3 4 5 6 7 8 9 10 11 12 13

Oct

Figure 46: SeaBeam Water Depth, Gravity, and Gravity Anomaly (by Date)

89

Shipboard ADCP, Zonal and Meridional currents.

The RD Instruments vessel mounted Acoustic Doppler Current Profiler (ADCP) recordedthe zonal (U – East) and Meridional (V- North) vector current velocities during the Cook02cruise. The data is stored in the standard RDI ADCP binary format pingdata.###. These filesw e r e d e c o d e d u s i n g t h e i n f o r m a t i o n a v a i l a b l e f r o mhttp://www.ncdc.noaa.gov/coare/catalog/data/ocean_large_scale/adcp_coare.html and freesoftware from CODAS (ftp://noio.soest.hawaii.edu/pub/codas3/ - see the README file andping2mat program). The converted pingdata and the corresponding current velocities are shownin Figure 47.

Oct

3 4 5 6 7 8 9 10 11 12 13

Figure 47: Zonal and Meridional Currents for the Shipboard ADCP.

90

Shipboard IMET and Thermo-Salinograph sensors

The meteorological and oceanographic data sampled by the IMET and Thermo-Salinograph instruments are recorded to the R/V Melville’s main computer log files. Each recordincludes the IMET data with radiation and wind, Thermo-Salinograph data, GPS (PCODE) timeand location, and ship speed and heading. These files are traditionally kept in the MET/directory and are in ASCII format. They have file names that are yymmdd.dat.Z, where yy is thetwo digit year, mm is the two digit month, dd is the two digit date, and the Z means that the fileis compressed.

Unfortunately, due to a computer network error during the Cook02 leg the MET/ fileswere produced with mostly bad value flagged data. To compensate for this error we used theraw IMET data that was recorded to the IMET logging computer approximately every 30seconds. These files are comma separated, ASCII format. File names are of the formatyymmdd.SCR. The column headers are: $WISCR, day, month, year, hour, minute,second, AT, BP, RH, AT_RH, DP, PRC, WN (wind speed, kts, relative to ship),WD (wind direction, relative to ship), SW, L W, LW_DOME, LW_BODY,LW_TPILE, SST, SSC (conductivity, mmho), FLOW, SAL (psu), SIG_T,SOUND_VEL, LAT, LON. IMET and Thermo-Salinograph data are shown in Figure 48through Figure 51.

16

18

20

22

Oct

Deg

C

Air Temperature

1010

1015

1020

Mill

i Bar

s

Barometric

16

18

20

Deg

C

Sea Surface Temperature

60

70

80

90

3 4 5 6 7 8 9 10 11 12 13

Oct

Perc

ent

Relative Humidity

Figure 48: Air Temperature, Barometric Pressure, SST, and Relative Humidity fromShipboard IMET sensors.

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0

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2

Longwave Radiation

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W/m

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Wind Direction (true to compass)

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3 4 5 6 7 8 9 10 11 12 13

Oct

m/s

Wind Speed

Figure 49: Longwave and Shortwave radiation, Wind speed and direction.

92

8

8.5

9

9.5

Mill

imet

ers

Precipitation

25

25.5

26

kg/m

3Sigma t

1510

1515

1520

m/s

Sound Vel

42

44

46

48

mm

ho

3 4 5 6 7 8 9 10 11 12 13

Oct

Sea Surface Conductivity

Figure 50: Precipitation, Sigma t, Sound velocity, and Sea surface conductivity.

5

10

15

Deg

C

Dew Point

34.5

35

35.5

PSU

Salinity

0

50

100

3 4 5 6 7 8 9 10 11 12 13

Oct

Flow through Thermo-Sal

Figure 51: Dew Point, Sea Surface Salinity, and Flow through the Thermo-Sal.

93

ASIMET Longwave Radiation, Relative Humidity, Air Temperature, andIncoming Shortwave Radiation

ASIMET longwave radiation, relative humidity, air temperature, and incoming shortwaveradiation sensors were placed on the 03 deck of the R/V Melville (see Section 2-C for details).The data recorded from these instruments are shown in Figure 52 and Figure 53. The binary datawas converted to ASCII, standard WHOI ASIMET format. The format is described as follows:

Humidity with Air Temperature: Each ASCII line contains a time stamp (hour, minute, second),date stamp (day, day of the week – Sunday=7, month, year), one hour worth of 1-minutedata for humidity (60 continuous samples), one hour worth of 1-minute data for airtemperature (60 continuous samples), separated with commas.

Longwave Radiation: Each ASCII line contains a time stamp, date stamp, one hour worth of 1-minute data for the body temperature, one hour worth of 1-minute data for dometemperature, one hour worth of 1-minute data for thermopile voltage, and one hour worthof 1-minute data for the computed longwave radiation.

Shortwave Radiation: Each ASCII line contains a time stamp, date stamp, one hour worth of 1-minute data for shortwave radiation.

0

1000

2000

3000

4000

5000

6000

7000lrad

W/m

2

26 27 28 29 30 1Oct

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

-600

-400

-200

0

200

400

600thermopile

26 27 28 29 30 1Oct

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

lwr206.matlwr207.mat

lwr206.matlwr207.mat

Figure 52: ASIMET Longwave Radiation (shown with Thermopile voltage).

94

-200

0

200

400

600

800

1000

1200

1400

1600

W/m

2

SRAD

27 28 29 30 1

Oct

2 3 4 5 6 7 8 9 10 11 12 13 14

swr208.matswr211.mat

12:00 21:00 06:00 15:00 00:00 09:00 18:00 03:00 12:0012

14

16

18

20

22

24Air Temp

Deg

rees

Cel

.

9/27/2000 to 9/30/2000

12:00 21:00 06:00 15:00 00:00 09:00 18:00 03:00 12:0050

55

60

65

70

75

80

85HRH

Per

cent

9/27/2000 to 9/30/2000

hrh207.mat

Figure 53: ASIMET Relative Humidity and Shortwave Radiation.

long-term evolution and coupling of the boundary layers in...

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